DESC:ELECTRO-MAGNETIC CLUTCH ASSEMBLY
CROSS REFERENCE TO RELATED APPLICATIONS
The present application claims priority from Indian Provisional Patent Application No. 202421021041 filed on 19/03/2024, the entirety of which is incorporated herein by a reference.
TECHNICAL FIELD
Generally, the present disclosure relates to a transmission system. Particularly, the present disclosure relates to an electromagnetic clutch assembly in the transmission system.
BACKGROUND
Electric vehicles (EVs) represent a paradigm shift in automotive engineering, characterized by the reliance on electric motors for propulsion rather than traditional internal combustion engines. Unlike conventional vehicles with clutches playing a pivotal role in transmitting power from the engine to the transmission, most EVs adopt direct-drive systems that forego the need for clutches altogether. However, in certain contexts such as regenerative braking systems, hybrid electric vehicles (HEVs), and multi-speed transmission designs, clutches or clutch-like mechanisms retain importance in managing power flow, enhancing efficiency, optimizing traction, and ensuring safety.
Conventionally, a transmission system typically employs a clutch assembly that functions to selectively engage or disengage the vehicle’s power from the transmission to the drive wheels. The clutch assembly comprises a clutch disc, pressure plate, and flywheel, with the clutch disc positioned between the flywheel and the pressure plate. Specifically, as the clutch pedal is pressed, the pressure plate is moved away from the clutch disc, thereby disengaging the battery power from the transmission. Upon releasing the pedal, the pressure plate re-engages with the clutch disc, allowing the transfer of torque to the transmission. The friction between the clutch disc and the flywheel facilitates a smooth engagement, enabling the vehicle to shift gears or come to a stop without stalling.
However, there are certain problems associated with the existing or above-mentioned operation of the clutch assembly. For instance, the mechanical nature of the clutch assembly, including the clutch disc, pressure plate, and flywheel, results in frictional wear over time, requiring frequent maintenance and replacement. Furthermore, the need for manual or hydraulic intervention to engage and disengage the clutch leads to potential inconsistencies in operation, such as jerky shifts or difficulty in controlling the engagement during high-performance or stop-and-go driving scenarios. Additionally, the reliance on mechanical linkages and friction surfaces results in power losses due to friction, reducing overall efficiency. The above-mentioned drawbacks also contribute to increased wear and tear on the transmission system, ultimately affecting the longevity of the vehicle and energy efficiency. Moreover, the conventional system lacks the capability for precise, seamless control over clutch engagement, which leads to suboptimal performance in dynamic driving conditions.
Therefore, there exists a need for operation of the clutch assembly that is efficient, accurate, and overcomes one or more problems as mentioned above.
SUMMARY
An object of the present disclosure is to provide an integrated motor assembly of an electric vehicle.
Another object of the present disclosure is to provide a method of operating an integrated motor assembly of an electric vehicle.
Yet another object of the present disclosure is to provide precise, seamless engagement and disengagement of the motor from the drivetrain, enhancing efficiency and performance in power transmission.
In accordance with an aspect of the present disclosure, there is provided an integrated motor assembly of an electric vehicle, wherein the motor assembly comprises:
- a motor, wherein the motor comprises:
- a rotor stack;
- an electromagnetic clutch assembly configured within the rotor stack;
- a commutator electrically coupled with a pair of brushes; and
- a stator;
- a plurality of sensors; and
- a transmission control unit communicably coupled to a plurality of sensors,
wherein the clutch assembly is configured to engage and/or disengage a gearbox assembly, from the motor, based on inputs received from the plurality of sensors.
The integrated motor assembly of an electric vehicle, as described in the present disclosure, is advantageous in terms of enhanced efficiency and performance through precise control of power transfer between the motor and drivetrain. Specifically, the integration of the clutch within the rotor reduces the need for external mechanical components, minimizing space and mechanical complexity. Further, the electromagnetic design allows for faster and smoother engagement and disengagement, eliminating the wear and tear associated with traditional friction-based systems. Additionally, the integrated assembly provides more reliable and adaptive control, responding quickly to changes in driving conditions, which leads to improved energy efficiency, reduced maintenance costs, and a smoother driving experience.
In accordance with another aspect of the present disclosure, there is provided a method of operating an integrated motor assembly, the method comprises:
- receiving inputs from the plurality of sensors to a transmission control unit;
- generating a primary current signal based on a received first instruction signal via a power source;
- aligning a plurality of springs in a magnetized position with respect to an electromagnetic rotor via a shaft disc;
- generating a secondary current signal based on a received second instruction signal via the power source; and
- aligning the plurality of springs in a de-magnetized position with respect to the electromagnetic rotor via the shaft disc.
Additional aspects, advantages, features, and objects of the present disclosure would be made apparent from the drawings and the detailed description of the illustrative embodiments constructed in conjunction with the appended claims that follow.
It will be appreciated that features of the present disclosure are susceptible to being combined in various combinations without departing from the scope of the present disclosure as defined by the appended claims.
BRIEF DESCRIPTION OF DRAWINGS
The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.
Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:
Figure 1 illustrates a block diagram of an integrated motor assembly of an electric vehicle, in accordance with an embodiment of the present disclosure.
Figure 2 illustrates an exploded view of an integrated motor assembly of an electric vehicle, in accordance with another embodiment of the present disclosure.
Figure 3 illustrates a flow chart of a method of operating an integrated motor assembly, in accordance with another embodiment of the present disclosure.
In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing.
DETAILED DESCRIPTION
The following detailed description illustrates embodiments of the present disclosure and ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognize that other embodiments for carrying out or practicing the present disclosure are also possible.
As used herein, the term “integrated motor assembly” and “assembly” are used interchangeably and refer to an integrated structure of the motor and clutch mechanisms combined into a single, compact unit. Specifically, the rotor serves as the central rotating element of the motor, and the EM clutch is embedded within the rotor or attached in close proximity. The integration of the motor assembly and the clutch system allows for efficient power transmission, as the combination enhances the motor's torque generation capabilities with the clutch’s function of engaging or disengaging rotational movement without the need for separate external components. The integrated setup reduces space requirements, enhances the system's reliability, and minimizes mechanical losses due to fewer moving parts. The types of integrated structure are Permanent Magnet Synchronous Motors (PMSMs), induction motors, and brushless DC motors. The mechanism for operating such an integrated system typically involves detecting the desired state (engaged or disengaged) and controlling the electromagnetic field around the rotor using a transmission control unit. The seamless interaction between motor and clutch within the rotor enables high-performance and compact drive.
As used herein, the terms “electric vehicle”, “vehicle”, and “EV” are used interchangeably and refer to a vehicle that is driven by an electric motor that draws its electrical energy from a battery and is charged from an external source. The electric vehicle includes both a vehicle that is only driven by the electric motor that draws electrical energy from the battery (all-electric vehicle) and a vehicle that may be powered by an electric motor that draws electricity from the battery and by an internal combustion engine (plug-in hybrid electric vehicle). Moreover, the ‘electric vehicle’ as mentioned herein may include electric two-wheelers, electric three-wheelers, electric four-wheelers, electric trucks, electric pickup trucks, and so forth.
As used herein, the terms “gear-box assembly” and “assembly” are used interchangeably and refer to a mechanical component that transfers power from the motor to the wheels, allowing the vehicle to operate efficiently at various speeds and conditions. The gear-box assembly consists of a set of gears housed in a protective casing working together to adjust the rotational speed of the motor output, enabling the vehicle to operate efficiently across different conditions. The assembly consists of key components such as gears, shafts, bearings, and housing, all designed to handle the torque and power output from the electric motor while maintaining smooth and quiet operation. Therefore, the gearbox assembly plays a vital role in maximizing energy efficiency, enhancing the vehicle overall performance, and contributing to the longevity of the motor.
As used herein, the term “motor” refers to any device or a machine that uses electrical energy to produce rotating motion or mechanical energy. The motor consists of a stator and a rotor. The flow of electrical current through the motor generates a magnetic field that turns the rotor, producing a mechanical movement. Various types of motors may include (but not limited to) DC shunt motors, DC series motors, AC induction motors, AC synchronous motors, and switched reluctance motors.
As used herein, the term “rotor stack” refers to a collection of magnetic laminations or layers stacked together to form a rotor core. The laminations are typically made of high-grade electrical steel and are designed to reduce eddy current losses, improving the overall efficiency of the EM clutch assembly. In an EM clutch system, the rotor stack is responsible for generating the magnetic field when current is applied to the coil, which interacts with the stator or the clutch mechanism to engage or disengage the drive. The rotor stack is a crucial component in the electromagnetic system, enabling the rotor to convert electrical energy into rotational mechanical energy while minimizing heat generation and energy losses. The operation in an EM clutch system involves the rotor stack energized by an electromagnetic field generated by the control system. As the electromagnetic field is applied, a rotation is induced in the rotor stack, which in turn engages the clutch. The rotor stack's efficiency and design are key factors in the system's overall performance, affecting the responsiveness and power transmission capabilities of the EM clutch assembly.
As used herein, the term “electromagnetic clutch assembly” refers to a mechanical component that utilizes electromagnetic force to engage or disengage the mechanical connection between the rotor and another rotating component, such as the motor or transmission. The electromagnetic clutch assembly consists of an electromagnet, a clutch disc or plate, and an armature. As current is applied to the electromagnet, it generates a magnetic field that pulls the armature towards the clutch disc, engaging the clutch and allowing torque to transfer from the rotor to the connected system. The electromagnetic clutch provides precise control over power transmission, making the transmission mechanism ideal for systems with rapid or on-demand engagement and disengagement that are required. The types of electromagnetic clutch assembly include single-face clutches having the electromagnet and armature positioned on a single surface of the clutch disc, and multi-face clutches having multiple electromagnets distributed across the clutch to provide more uniform engagement. Additionally, electromagnetic clutches are either normally engaged or normally disengaged, depending on the electromagnet’s energized or de-energized state to engage the clutch. The precise control allows for smooth transitions between engaged and disengaged states, enabling efficient power management within the rotor assembly and ensuring reliable performance in dynamic environments.
As used herein, the term “commutator” refers to an electrical switch or device that is used to reverse the direction of current in the rotor windings, enabling the rotor to function effectively within the motor system. The commutator consists of a rotating set of copper segments that are connected to the rotor windings, with brushes that make physical contact with the segments to transfer electrical current as the rotor turns. In the EM clutch system, the commutator ensures that the direction of current is properly aligned with the rotor's rotation, maintaining the performance and efficiency of the motor. The alignment allows the electromagnetic clutch to engage or disengage smoothly, as the commutator plays a critical role in controlling the motor's magnetic field dynamics.
As used herein, the term “brushes” refers to electrical components that maintain continuous contact with the rotating slip rings, allowing for the transfer of electrical power and signals between the stationary and rotating parts of the motor. The brushes are made of carbon, or a carbon composite material providing a stable electrical connection and minimizes wear and friction during the motor's rotation. The brushes are positioned to press against the slip rings and carry the current required to power the rotor windings. The constant electrical contact ensures the motor receives power to generate torque and rotation and allows for precise control over the motor's performance. The procedure for using brushes involves placing the brushes in a holder that ensures brushes remain in constant contact with the slip rings as they rotate. The brushes play a crucial role in maintaining uninterrupted electrical flow to the rotor, ensuring the motor operates smoothly, efficiently, and with minimal energy loss.
As used herein, the term “stator” refers to a stationary part of the electric motor that generates a rotating magnetic field, which induces the rotor to rotate and produce mechanical power. The stator comprises a series of electromagnetic coils or windings that are energized by electric current to create a magnetic field. The magnetic field interacts with the rotor, initiating the rotor to rotate. The stator is typically mounted around the rotor and varies in size and design depending on the motor type and vehicle specifications. The stator is crucial for the conversion of electrical energy into mechanical energy, making it a central component in the operation of the EV motor. The different types of stators are based on the motor design, such as those used in permanent magnet motors, induction motors, or synchronous motors. The stator typically includes components such as, but not limited to, copper windings, laminated iron cores, and cooling systems to maintain efficiency and prevent overheating. The stator’s working principle involves applying electrical current to the coil, creating a magnetic field that rotates within the motor. The rotating magnetic field induces current in the rotor (in the case of induction motors) or interacts with the permanent magnets in the rotor (in the case of permanent magnet motors), triggering the rotor to spin. The rotational force is transferred to the motor shaft and subsequently to the vehicle's drivetrain, driving the wheels of the EV.
As used herein, the term “sensors” refers to devices that detect and measure various physical parameters of a vehicle, thereby providing critical data to the vehicle control systems. The sensors play a vital role in ensuring the efficient operation, safety, and performance of the vehicle by monitoring associated surrounding conditions, system states, and operating conditions. Various sensors may include (but not limited to) current sensors, voltage sensors, accelerometers, and wheel speed sensors. Additionally, sensors may also include GPS Sensors, pressure sensors, and radar sensors.
As used herein, the term “transmission control unit” and “TCU” are used interchangeably and refer to an electronic control module responsible for managing and optimizing the operation of the transmission system without the need for a manual clutch. The TCU receives input from various sensors, such as, but not limited to, vehicle speed, engine RPM, throttle position, and gear position, and processes this data to determine the ideal time for shifting gears. In transmission systems such as AMTs, DCTs, and CVTs, the TCU controls the automated shifting process by sending signals to the shifter motor or actuators to engage or disengage the appropriate gear. The TCU operation ensures smooth, efficient gear transitions without manual intervention from the driver. The types of transmission control units used depend on the type of transmission system. For instance, in AMTs, the TCU automates the process of clutch engagement and gear shifting, mimicking a traditional manual transmission. For DCTs, the TCU works in coordination with two separate clutches to facilitate rapid and seamless gear changes. In CVTs, the TCU optimizes the adjustment of the continuously variable gear ratio to ensure smooth acceleration and fuel efficiency. The method typically involves continuous real-time analysis of sensor data, with the TCU making instantaneous decisions about gear changes based on driving conditions.
As used herein, the terms “clutch shaft” and “shaft” are used interchangeably and refer to a mechanical component that transmits rotational power from the electric motor to the vehicle's drivetrain for driving the wheels. The clutch shaft is typically made of high-strength steel or durable materials to handle the forces and torque generated by the motor. The shaft is connected to the rotor and is designed to rotate at high speeds, converting the electrical energy from the motor into mechanical energy that propels the vehicle. The design of the shaft ensures smooth transmission of power while minimizing vibrations, noise, and wear over time. Types of motor shafts are solid shafts, hollow shafts, or spline shafts, depending on the specific application and power requirements. The key components of a motor shaft include the shaft, bearings to reduce friction and support rotation, a coupling to connect the shaft to other drivetrain components, and a flange or keyway for secure attachment. The shaft is designed to withstand high torque and operate efficiently across a range of conditions.
As used herein, the term “electromagnetic rotor” refers to the rotating component that interacts with the electromagnetic field to transfer torque within the system. The electromagnetic rotor consists of a rotor core made from ferromagnetic materials, such as but not limited to laminated steel, which is designed to optimize the magnetic flux created by the electromagnet. The rotor is equipped with windings or conductive materials that enable the rotor to generate or respond to the magnetic fields produced by the electromagnetic clutch. As current is applied to the electromagnetic clutch, the rotor interacts with the stator or clutch components to engage or disengage the connection, effectively controlling the power transmission between the motor and the driven system. The electromagnetic rotor allows for efficient and precise engagement of the clutch, resulting in smoother transitions and better control over torque delivery.
As used herein, the term “electromagnetic clutch magnets” refers to a magnetic component that generate the electromagnetic force required to engage or disengage the clutch system. The magnets are typically made of materials with high magnetic permeability, such as but not limited to iron or steel, and are used to create a magnetic field when current flows through them. In the context of the EM clutch system, the magnets are activated to either attract or repel the armature or rotor components, thereby controlling the engagement of the clutch. The ability to precisely control the magnetic field allows the electromagnetic clutch magnets to manage the power transfer between the motor and other mechanical components, ensuring smooth and responsive operation.
As used herein, the term “spring” refers to a mechanical component that provide the necessary force to either engage or disengage the clutch. The springs are typically used to maintain a disengaged state when the electromagnetic force is not active or to assist in re-engaging the clutch when the magnetic field is de-energized. The springs are designed to counteract the magnetic attraction between the clutch components, ensuring that the clutch returns to the disengaged position when the power to the electromagnet is turned off. The springs in the EM clutch system ensure that the clutch components remain in the proper position, providing reliability and preventing accidental engagement during system downtime. Further, the compression springs are typically used in EM clutches to push the clutch components apart when the electromagnetic field is not engaged, ensuring that the clutch is disengaged. The dynamic interplay between the springs and electromagnets ensures smooth, controlled engagement and disengagement of the clutch.
As used herein, the term “electromagnetic clutch winding” refers to a coil of wire wound around a magnetic core that generates the electromagnetic field necessary to engage or disengage the clutch. As current flows through the winding a magnetic field is created that interacts with the armature or rotor components, causing the rotor to either attract or repel, depending on the polarity and strength of the magnetic field. The electromagnetic clutch winding is a key component in controlling the transfer of torque in the system, as EM clutch allows for precise, on-demand engagement and disengagement of the clutch, enabling smooth operation and efficient power transmission. The winding's design and the material of the wire are optimized for performance, ensuring that the electromagnetic field is strong enough to engage or disengage the clutch mechanism with minimal delay or resistance. In some systems, Direct Current (DC) windings are used for constant current supply to create a stable magnetic field, and Alternating Current (AC) windings are employed in systems requiring rapid or variable magnetic field changes. Additionally, the windings can be wound in different patterns, such as solenoid-style or layered windings, depending on the desired characteristics, such as the force required to engage the clutch or the speed of response.
As used herein, the term “slots” refers to the grooves or cavities that are machined into the rotor's core or housing. The slots are used to house various components such as the winding coils, the clutch magnets, or other mechanical elements that are integral to the clutch's function. The slots are critical for ensuring that the electromagnetic components, such as the electromagnetic clutch windings or rotor windings, are securely placed and positioned within the rotor, allowing for optimal magnetic flux generation and efficient power transmission. In some designs, the slots also serve as pathways for the flow of cooling fluids or air to dissipate heat generated during clutch operation, helping maintain the system's overall thermal efficiency. Common types of slots include straight, helical, or interlocking slots, each designed to accommodate the necessary components and optimize the system's function. Straight slots are typically used for simple winding placements, while helical slots are employed in systems requiring a more complex arrangement of components or higher torque transmission capabilities. The slots allow for precise placement and secure retention of the components, ensuring that the electromagnetic clutch is activated or deactivated reliably and efficiently as required, allowing for smooth transitions between engaged and disengaged states.
As used herein, the term “permanent magnets” refers to magnetic components that generate a constant magnetic field without the need for an external power source. The PM magnets are typically made from high-energy materials such as neodymium or samarium-cobalt, which maintain the magnetic properties over long period of time. The permanent magnets are used in EM clutch systems to provide a continuous magnetic field that interacts with the electromagnets or armature, enabling precise control of the clutch engagement and disengagement. By incorporating permanent magnets, the system achieves better efficiency, reduce power consumption, and provide more consistent performance without the need to continuously supply electricity to generate the magnetic field. Specifically, as the electromagnet is energized, magnet either attracts or repels the permanent magnet, depending on the polarity of the field, which engages or disengages the clutch mechanism. The magnetic interaction between the permanent magnets and the electromagnets ensures smooth and reliable operation, allowing the clutch to engage and disengage as the current is reduced or removed from the electromagnet, maintaining efficient torque transfer.
As used herein, the term “channels” refers to the grooves or cavities that are typically machined into the electromagnetic rotor's core or housing. The channels are used to house various components such as the winding coils, the clutch magnets, or other mechanical elements that are integral to the clutch's function. The channels are critical for ensuring that the electromagnetic components, such as the electromagnetic clutch windings or rotor windings, are securely placed and positioned within the rotor, allowing for optimal magnetic flux generation and efficient power transmission. In some designs, the channels also serve as pathways for the flow of cooling fluids or air to dissipate heat generated during clutch operation, helping maintain the system's overall thermal efficiency.
As used herein, the term “shaft disc” refers to a mechanical component that connects the rotor to the shaft of the driving or driven mechanism in the system. The shaft disc serves as a transfer medium for rotational torque between the rotor and the connected components, such as the motor, transmission, or wheels. The disc is designed to be compatible with the electromagnetic clutch's engagement mechanism, which allows the disc to either transmit or disconnect torque based on the status of the clutch. In some systems, the shaft disc also features teeth, splines, or friction surfaces to facilitate the engagement and disengagement of the clutch, ensuring smooth power transfer when the clutch is engaged and preventing slippage when the clutch is disengaged. Friction shaft discs are common with surface of the disc is designed to interact with friction pads or electromagnets, creating a torque connection when engaged. Serrated or splined shaft discs are used in systems with a more secure, mechanical connection is required, allowing the clutch to handle higher torque levels without slipping. The method of operation involves the shaft disc either directly or indirectly engaging with the rotor assembly when the clutch is activated. When the electromagnetic clutch is engaged, the disc is either pulled into contact with the clutch’s rotor or magnetically locked into place, allowing torque to flow through the connected shaft.
In accordance with an aspect of the present disclosure, there is provided an integrated motor assembly of an electric vehicle, wherein the motor assembly comprises:
- a motor, wherein the motor comprises:
- a rotor stack;
- an electromagnetic clutch assembly configured within the rotor stack;
- a commutator electrically coupled with a pair of brushes; and
- a stator;
- a plurality of sensors; and
- a transmission control unit communicably coupled to a plurality of sensors,
wherein the clutch assembly is configured to engage and/or disengage a gearbox assembly, from the motor, based on inputs received from the plurality of sensors.
Referring to figure 1, in accordance with an embodiment, there is described an integrated motor assembly 100 of an electric vehicle. The motor assembly 100 comprises a motor 102, wherein the motor 102 comprises a rotor stack 104, an electromagnetic clutch assembly 106 configured within the rotor stack 104, a commutator 108 electrically coupled with a pair of brushes 110 and a stator 112. Further, the motor assembly 100 comprises a plurality of sensors 114 and a transmission control unit 116 communicably coupled to a plurality of sensors 114. Furthermore, the clutch assembly 106 is configured to engage and/or disengage a gearbox assembly 118, from the motor 102, based on inputs received from the plurality of sensors 114.
The integrated motor assembly 100 of an electric vehicle (EV) function as a compact, high-efficiency unit that combines several essential components, including the motor 102, rotor stack 104, electromagnetic clutch assembly 106, commutator 108, stator 112, sensors 114, and a transmission control unit (TCU) 116. Further, the motor 102 comprises of a rotor stack 104, which is a collection of magnetic laminations that enable efficient torque generation. Furthermore, the electromagnetic clutch assembly 106, integrated within the rotor stack 104, allows for precise engagement and disengagement of the motor from the gearbox. The interaction of the clutch assembly 106 and the rotor stack 104 is controlled by the commutator 108, which is electrically coupled to a pair of brushes 110, and ensures the proper distribution of current to the rotor. Furthermore, the stator 112 works with the rotor, generating a rotating magnetic field that drives the rotor’s movement. Furthermore, the plurality of sensors 114 monitors critical parameters such as, but not limited to, rotor speed, torque, and temperature, providing real-time data to the transmission control unit 116. The TCU 116 is communicably coupled to the sensors 114, processes the data received from the sensors 114 and controls the activation of the electromagnetic clutch assembly 106, and manages the engagement and disengagement of the gearbox 118 from the motor 102. Specifically, the integrated motor assembly 100 involves the sensors 114 that constantly monitor the system's performance and send feedback to the transmission control unit. As the specific conditions are met, for instance, the motor reaching a particular speed or torque threshold, the TCU 116 sends a signal to the electromagnetic clutch to engage or disengage the gearbox assembly 118 accordingly. The above-mentioned dynamic control ensures that power is efficiently transmitted to the wheels as needed and decouples the motor 102 from the gearbox when disengagement is required. Consequently, the vehicle transmission unit efficiency and performance are improved by allowing for seamless control of power transfer between the motor and the gearbox. The use of an electromagnetic clutch enables rapid engagement and disengagement without mechanical wear, providing smoother operation, especially during acceleration or deceleration. The integration of the TCU 116 with the sensors allows for adaptive control, optimizing the vehicle's responsiveness and energy consumption.
Referring to figure 2, in accordance with an embodiment, the electromagnetic clutch assembly 106 comprises a clutch shaft 120, an electromagnetic rotor 122 mounted on the clutch shaft 120, a plurality of electromagnetic clutch magnets 124 coupled to the electromagnetic rotor 122, a plurality of springs 126 mounted on the plurality of electromagnetic magnets 124, an electromagnetic clutch winding 128. Further, the rotor stack 104 comprises a plurality of slots 130 for accommodating a plurality of permanent magnets 132 and wherein the electromagnetic rotor 122 comprises a plurality of channels 134 for accommodating the plurality of electromagnetic clutch magnets 124. The electromagnetic clutch assembly 106 controls the engagement and disengagement of a motor’s output to other components, such as a driven load or load shaft. Specifically, the clutch assembly 106 includes a clutch shaft 120 that provides the central rotating axis. The electromagnetic rotor 122, mounted on the shaft 120 is responsible for interacting with the electromagnetic clutch magnets 124. The magnets 124 are arranged around the rotor 122 and are coupled to it, forming the core of the clutch mechanism. The electromagnetic clutch winding 128 generates a magnetic field when energized, causing the electromagnetic rotor 122 and magnets to interact. The springs 126 mounted on the magnets provide a return force, ensuring that the clutch disengages as the magnetic field is turned off. Further, as the winding is activated, the magnetic force overcomes the spring pressure, pulling the clutch rotor 122 and magnets 124 together, engaging the clutch and transmitting torque from the clutch shaft to the rotor or load. The above-mentioned setup provides a controlled, smooth, and reliable mechanism for coupling and decoupling rotational power between components. The advantages of the electromagnetic clutch assembly 106 are precise control over torque transmission, allowing for the engagement and disengagement of the clutch without mechanical wear occurring in traditional friction clutches. Furthermore, the electromagnetic mechanism allows for rapid engagement and disengagement providing quick response times or variable speed control. Furthermore, the use of springs 126 ensures that the clutch disengages automatically when the magnetic field is deactivated, adding to the system's reliability and safety by preventing unintended engagement.
In an embodiment, the rotor stack 104 comprises a plurality of slots 130 for accommodating a plurality of permanent magnets 132 and wherein the electromagnetic rotor 122 comprises a plurality of channels 134 for accommodating the plurality of electromagnetic clutch magnets 124. The rotor stack 104 in the electromagnetic clutch assembly 106 is designed to accommodate a series of permanent magnets 132, which are housed within a set of slots 130 in the rotor. The permanent magnets 132 are strategically positioned to interact with the electromagnetic fields generated by the surrounding components, allowing for effective torque transfer between the clutch shaft 120 and the rotor 122. Specifically, as the clutch is engaged, the magnetic fields of the permanent magnets within the rotor stack work in conjunction with the electromagnetic clutch magnets 124 to control the clutch’s engagement and disengagement. Additionally, the electromagnetic rotor 122 contains a set of channels 134 designed to house the electromagnetic clutch magnets 124 that are energized to produce a magnetic field. The arrangement allows for the smooth coupling of the clutch and rotor when the electromagnetic field is activated. The energizing of the electromagnetic clutch winding 128 creates a magnetic field that interacts with the electromagnetic clutch magnets 124 housed in the channels of the electromagnetic rotor. The magnetic interaction pulls the rotor and the permanent magnets 132 together, engaging the clutch. The advantages of the above-mentioned magnetic interaction include smoother operation, enhanced durability due to the reduction in mechanical friction, and precise control over torque transmission. Further, the permanent magnets 132 in the rotor stack 104 enhance the motor’s 102 efficiency by reducing energy losses and providing stable, reliable performance.
In an embodiment, the plurality of sensors 114 are configured to sense the polarity of the plurality of electromagnetic clutch magnets 124 and an engagement and/or disengagement of a clutch lever. The plurality of sensors 114 in the electromagnetic clutch assembly 106 plays a crucial role in monitoring and controlling the operation of the clutch system. The sensors 114 sense the polarity of the electromagnetic clutch magnets 124, which enables the transmission control unit 116 to determine the engagement state of the clutch. Specifically, the sensors 114 detect changes in the magnetic field generated by the electromagnetic clutch magnets 132 when the clutch winding 128 is energized or de-energized. By sensing the polarity, the sensors 114 provide real-time feedback to the transmission control unit 116 about the clutch's engagement status, allowing for precise control over the coupling between the motor and the load. Additionally, the sensors 114 also monitor the clutch lever’s position to determine whether the clutch is physically engaged or disengaged, ensuring the system operates correctly and safely. Further, as the polarity of the magnet’s changes, the sensors 114 transmit the data to the transmission control unit 116 that respond by adjusting the power supplied to the clutch winding, activating or deactivating the clutch. The real-time feedback loop enables the clutch to engage or disengage smoothly and accurately, providing the operator with the ability to control the clutch via the clutch lever. The advantages of the sensor 114 operation with transmission control unit 116 include enhanced safety, as the sensors 114 ensure the clutch lever's position is monitored and the correct state is maintained. Additionally, the system improves efficiency by providing responsive and reliable control, optimizing the motor's performance without requiring manual intervention or causing unnecessary strain on the components.
In an embodiment, the transmission control unit 116 is configured to receive the sensed polarity of the electromagnetic clutch magnets 124 and the engagement and/or disengagement of the clutch lever. The transmission control unit 116 is a central component that processes the data received from the plurality of sensors 114, which detect the polarity of the electromagnetic clutch magnets 124 and the engagement or disengagement of the clutch lever. The transmission control unit 116 receives the real-time information to determine the precise engagement status of the electromagnetic clutch. Further, based on the information, the transmission control unit 116 sends appropriate signals to the electromagnetic clutch winding 128 to either activate or deactivate the clutch system allowing the clutch to engage or disengage at the precise moment, ensuring smooth power transfer from the motor 102 to the load. Furthermore, the transmission control unit 116 interprets the sensed polarity of the clutch magnets 124 to determine whether the clutch is engaged, partially engaged, or disengaged. Simultaneously, the clutch lever's position is also monitored to confirm the operator's intent for the clutch's state. For instance, in case the lever is engaged, and the polarity indicates that the clutch must be activated, the control unit 116 energizes the electromagnetic winding 128 to fully engage the clutch. Conversely, in case the clutch lever is disengaged, the control unit 116 deactivates the winding 128, ensuring the clutch disengages. The advantages of the electromagnetic clutch as mentioned as include improved operational safety, as the transmission control unit 116 ensures that the clutch is only engaged when the proper conditions are met. Additionally, the system improves efficiency by reducing unnecessary wear and tear on clutch components, providing quicker response times for engagement or disengagement, and ensuring consistent performance even under varying loads or conditions.
In an embodiment, the transmission control unit 116, upon detecting disengagement of the clutch lever, is configured to generate and send a first instruction signal to a power source. Specifically, as the clutch lever is disengaged, the transmission control unit 116 plays a key role in managing the transition from engagement to disengagement of the clutch system. Further, upon detecting the disengagement of the clutch lever, the transmission control unit 116 generates and sends a first instruction signal to the power source. The signal serves as a command to adjust the power supplied to the electromagnetic clutch winding 128, effectively deactivating the electromagnetic field that holds the clutch in an engaged state. Furthermore, by de-energizing the winding, the electromagnetic clutch magnets 124 are no longer magnetically coupled, and the clutch is disengaged, allowing the motor 102 and load to decouple. The power source responds by reducing or cutting off the electrical supply to the clutch system, ensuring the clutch disengagement process occurs smoothly without overloading or damaging the system. Consequently, the control unit 116 ensures that the correct timing and power adjustments are made in real-time, minimizing the possibility of abrupt disengagement that led to mechanical stress or performance inconsistencies. Consequently, the advantages include enhanced system stability, reduced wear and tear, and more precise control over clutch behaviour. By regulating the power source in response to lever input, the system optimizes motor and clutch performance, extending the lifespan of the components and improving the overall efficiency of the motor.
In an embodiment, the power source is configured to generate and send a primary current signal based on the received first instruction signal to the electromagnetic clutch winding 128 via the pair of brushes 110. The power source in the system generates and sends a primary current signal to the electromagnetic clutch winding 128 based on the first instruction signal received from the transmission control unit 116. Specifically, as the clutch lever is disengaged, the transmission control unit 116 sends the first instruction signal to the power source, indicating the disengagement. In response, the power source generates a primary current signal that is sent through the pair of brushes 110, which transfer the electrical energy to the clutch winding 128. The current signal energizes or de-energizes the winding depending on the desired clutch state. Further, as the winding 128 is de-energized, the magnetic field collapses, causing the clutch to disengage and effectively decoupling the motor 102 from the load. The brushes 110 serve as the electrical conduits between the power source and the electromagnetic clutch winding 128, ensuring reliable power transmission even as the rotor rotates. As the disengagement signal is received, the power source provides the required primary current to ensure that the clutch winding 128 is de-energized, leading to disengagement. The above-mentioned setup provides more precise control over the clutch mechanism, preventing the risk of mechanical damage or undesirable behaviour such as jerky disengagement. The advantages of the precise control over the clutch mechanism include improved system efficiency, as the power source directly responds to the needs of the clutch, ensuring only the essential amount of current is provided for the clutch's disengagement. Consequently, the energy consumption is reduced, wear on the clutch components is minimized, and ensures a longer operational life for the motor and clutch system.
In an embodiment, the electromagnetic clutch winding 128 is configured to receive the primary current signal and align the plurality of springs 126 in magnetized position with respect to the electromagnetic rotor 122 via a shaft disc 136. The electromagnetic clutch winding 128 plays a pivotal role in controlling the engagement and disengagement of the clutch system. Upon receiving the primary current signal from the power source, the winding 128 generates a magnetic field that interacts with the plurality of springs 126. The springs 126 are positioned in a specific position as the magnetic field aligns in a magnetized position relative to the electromagnetic rotor 122. The springs are typically mounted on the electromagnetic clutch magnets 124, and when energized, the magnetic field pulls the magnets into alignment, positioning the magnets correctly to engage the clutch. The alignment of the springs 126 is crucial for the clutch's ability to transfer torque efficiently. The shaft disc 136 serves as a mechanical interface between the rotor 122 and the springs 126, ensuring that the springs 126 are correctly positioned to apply the necessary force for clutch engagement or disengagement when the electromagnetic field is activated. The magnetic field influences the springs, aligning them in a position to apply the right amount of force to either engage or disengage the clutch, depending on whether the magnetic field is present or not. The shaft disc 136 ensures that the springs 126 remain in the correct alignment relative to the rotor, providing mechanical stability and efficiency in the engagement process. Further, by aligning the springs 126 magnetically, the system reduces the risk of mechanical wear and ensures that the clutch operates with minimal friction, leading to better efficiency and less maintenance. The advantages of the spring 126 based operation include quicker response times in engaging or disengaging the clutch, more consistent torque transmission, and a reduction in mechanical stress on the clutch components. Additionally, the magnetic alignment reduces the need for complex mechanical linkages, simplifying the overall design and improving the durability of the system.
In an embodiment, the electromagnetic rotor 122 is configured to be in engagement position with the clutch shaft 120 based on the alignment of the plurality of springs 126. The electromagnetic rotor 122 is designed to be in an engagement position with the clutch shaft 120 based on the alignment of the plurality of springs 126. Specifically, as the electromagnetic clutch winding 128 is energized, the winding generates a magnetic field that influences the springs 126, causing the springs 126 to align in a magnetized position. The alignment results in the rotor being pulled into engagement with the clutch shaft 120. Further, the springs 126 exert a force that helps to maintain the engagement position, ensuring that the rotor 122 stays in contact with the shaft 120 to transmit torque. The alignment is crucial as it allows the rotor 122 to effectively couple the clutch components, facilitating the transfer of rotational power from the motor to the driven load. Furthermore, as the springs 126 align in response to the magnetic field, the electromagnetic rotor 122 is pulled into a position to engage with the clutch shaft. As the alignment of the springs 126 is achieved, the clutch system remains engaged until the electromagnetic field is deactivated. The advantages of above-mentioned mechanism include more efficient torque transfer, reduced wear on mechanical components, and faster engagement/disengagement times. Further, by relying on the alignment of the springs 126 rather than purely mechanical mechanisms, the system is also less prone to mechanical failure, leading to greater reliability and longer service life for the clutch assembly. Additionally, the precise control over engagement reduces the possibility of slippage or abrupt movements, contributing to smoother operation.
In an embodiment, the transmission control unit 116, upon detecting engagement of the clutch lever is configured to generate and send a second instruction signal to the power source. Specifically, during the engagement of the clutch lever, the transmission control unit 116 plays a critical role in activating the clutch system. As the clutch lever is engaged, the transmission control unit 116 generates and sends a second instruction signal to the power source. The signal directs the power source to initiate the required current flow to the electromagnetic clutch winding 128 to energize the winding. Further, the energized winding creates a magnetic field, which attracts the electromagnetic clutch magnets 124, pulling the magnets into alignment and causing the clutch to engage. Consequently, the electromagnetic rotor 122 is drawn into engagement with the clutch shaft 120, effectively transmitting torque from the motor 102 to the connected load. The power source, based on the second instruction signal, adjusts the current flow to ensure the clutch is engaged smoothly and without abrupt transitions. Further, as the lever is moved to the engaged position, the control unit 116 sends the second instruction signal to the power source to supply the required current to the clutch winding 128. The advantages of the lever based second instruction signal include smoother operation, as the electromagnetic system avoids the jerky, mechanical engagement associated with traditional clutches. Additionally, the system reduces wear on components, increases efficiency, and allows for faster response times, improving the overall performance of the motor system. The ability to control clutch engagement through electronic signals ensures more precise torque transmission and reduces the risk of slippage or mechanical failure, extending the life of the clutch system.
In an embodiment, the power source is configured to generate and send a secondary current signal based on the second instruction signal to the electromagnetic clutch winding 128 via the pair of brushes 110 and wherein the direction of the secondary current signal is opposite with respect to the primary current signal. Specifically, as the clutch lever is engaged, the power source generates and sends a secondary current signal to the electromagnetic clutch winding 128 based on the received second instruction signal from the transmission control unit 116. The secondary current signal is delivered through the pair of brushes 110, which serve as the electrical means between the power source and the clutch winding 128. The secondary current signal is designed to have a direction opposite to that of the primary current signal sent during disengagement. The reversal of current direction is crucial to ensure that the electromagnetic clutch winding 128 is energized in the precise manner to engage the clutch. Further, as the current flows in the opposite direction, the magnetic field generated by the winding aligns the electromagnetic clutch magnets 124 with the rotor, resulting in the clutch's engagement and coupling the clutch shaft 120 with the motor 102 or load. Furthermore, by reversing the direction of the current compared to the disengagement signal, the system ensures that the clutch is magnetically engaged. The advantages of applying the reversed direction current include increased reliability and efficiency. Furthermore, by reversing the direction of the current, the system avoids any undesired interference or mechanical misalignment, leading to smoother transitions between engagement and disengagement. Additionally, the system reduces the potential for wear and tear on the clutch components, as the electromagnetic system provides a more controlled and gentle operation compared to mechanical clutch systems.
In an embodiment, the electromagnetic clutch winding 128 is configured to receive the secondary current signal and align the plurality of springs 126 in de-magnetized position with respect to the electromagnetic rotor 122 via the shaft disc 136. The electromagnetic clutch winding 128, upon receiving the secondary current signal, plays a crucial role in disengaging the clutch by creating a magnetic field that aligns the plurality of springs 126 into a de-magnetized position relative to the electromagnetic rotor 122. The secondary current signal flows in the opposite direction to the primary current, causing the magnetic field to collapse or weaken. Consequently, the springs 126 are not magnetized and lose the attraction to the rotor. The de-magnetized position allows the springs 126 to release the engagement force previously applied, thereby disengaging the clutch. The shaft disc 136 ensures the springs are properly aligned and maintain the correct position during the process, allowing the clutch to separate smoothly without mechanical jarring or resistance. As the springs 126 move into the de-magnetized state, the electromagnetic rotor 122 is pulled away from the clutch shaft 120, interrupting the power transfer between the motor 102 and the load. The reversal of the magnetic field leads to the alignment of the springs in a de-magnetized position, which is crucial for disengaging the clutch. The shaft disc 136 ensures the springs 126 are correctly aligned throughout the process, maintaining the mechanical stability of the system. Consequently, the advantages of the above-mentioned setup include smoother, more controlled disengagement, which reduces the risk of damaging the clutch or other system components. Further, by using electromagnetic control to align the springs, the mechanism minimizes mechanical friction and wear, contributing to a longer lifespan for the clutch assembly.
In an embodiment, the electromagnetic rotor 122 is configured to be in disengagement position with the clutch shaft 120 based on the alignment of the plurality of springs 126. Specifically, the electromagnetic rotor 122 moves into a disengagement position with the clutch shaft 120 when the plurality of springs 126 are aligned in a de-magnetized position. As the electromagnetic clutch winding 128 receives the secondary current signal, the winding 128 generates a magnetic field that is opposite to the field created during engagement, causing the alignment of the springs to change. As the magnetic field weakens or collapses, the springs 126 are no longer magnetized, which allows the springs 126 to push the rotor 122 away from the clutch shaft 120. The movement positions the electromagnetic rotor 122 in a disengaged state, effectively decoupling the motor 102 rom the load and interrupting the torque transmission. The shaft disc 136 ensures the springs 126 are properly aligned and positioned, providing mechanical stability as the rotor 122 moves into the disengagement position. The working mechanism involves the electromagnetic clutch winding 128 receiving the secondary current signal, which reverses the polarity of the magnetic field. The reversal results in the springs losing the magnetic alignment, and the force that previously held the rotor in engagement is released. The rotor 122 is then pushed or pulled into the disengagement position with respect to the clutch shaft 120. The advantages of the spring-based system include faster and more reliable disengagement compared to traditional mechanical systems. Additionally, by using electromagnetic control, the system reduces mechanical friction, leading to lower maintenance needs and a longer lifespan for the clutch and associated components.
In accordance with a second aspect, there is described a method of operating an integrated motor assembly, the method comprises:
- receiving inputs from the plurality of sensors to a transmission control unit;
- generating a primary current signal based on a received first instruction signal via a power source;
- aligning a plurality of springs in a magnetized position with respect to an electromagnetic rotor via a shaft disc;
- generating a secondary current signal based on a received second instruction signal via the power source; and
- aligning the plurality of springs in a de-magnetized position with respect to the electromagnetic rotor via the shaft disc.
Figure 3 describes a method 200 of controlling output of a multi rotor-stator motor. The method 200 starts at a step 202. At the step 202, the method 200 comprises receiving inputs from the plurality of sensors 114 to the transmission control unit 116. At a step 204, the method 200 comprises generating a primary current signal based on a received first instruction signal via a power source. At a step 206, the method 200 comprises aligning a plurality of springs 126 in a magnetized position with respect to an electromagnetic rotor 122 via a shaft disc 136. At a step 208, the method 200 comprises generating a secondary current signal based on a received second instruction signal via the power source. At a step 210, the method 200 comprises aligning the plurality of springs 126 in a de-magnetized position with respect to the electromagnetic rotor 122 via the shaft disc 136.
In an embodiment, the method 200 comprises sensing the polarity of the plurality of electromagnetic clutch magnets 124 and an engagement and/or disengagement of a clutch lever via the plurality of sensors 114.
In an embodiment, the method 200 comprises generating and sending a first instruction signal to the power source via the transmission control unit 116.
In an embodiment, the method 200 comprises generating and sending a second instruction signal to the power source via the transmission control unit 116.
In an embodiment, the method 200 comprises sensing the polarity of the plurality of electromagnetic clutch magnets 124 and an engagement and/or disengagement of a clutch lever via the plurality of sensors 114. Further, the method 200 comprises generating and sending a first instruction signal to the power source via the transmission control unit 116. Furthermore, the method 200 comprises generating and sending a second instruction signal to the power source via the transmission control unit 116.
In an embodiment, the method 200 comprises sensing the polarity of the plurality of electromagnetic clutch magnets 124 and an engagement and/or disengagement of a clutch lever via the plurality of sensors 114. Furthermore, the method 200 comprises receiving inputs from the plurality of sensors 114 to the transmission control unit 116. Furthermore, the method 200 comprises generating and sending a first instruction signal to the power source via the transmission control unit 116. Furthermore, the method 200 comprises generating a primary current signal based on a received first instruction signal via a power source. Furthermore, the method 200 comprises aligning a plurality of springs in a magnetized position with respect to an electromagnetic rotor 122 via a shaft disc 136. Furthermore, the method 200 comprises generating and sending a second instruction signal to the power source via the transmission control unit 116. Furthermore, the method 200 comprises generating a secondary current signal based on a received second instruction signal via the power source. Furthermore, the method 200 comprises aligning the plurality of springs 1 in a de-magnetized position with respect to the electromagnetic rotor 122 via the shaft disc 136.
Based on the above-mentioned embodiments, the present disclosure provides significant advantages of improved power efficiency, enhanced torque density, and greater control over the motor output. Consequently, the system results in more efficient energy usage, reduced heat generation, and the ability to dynamically adjust motor output for applications requiring variable power.
It would be appreciated that all the explanations and embodiments of the system 100 also apply mutatis-mutandis to the method 200.
In the description of the present invention, it is also to be noted that, unless otherwise explicitly specified or limited, the terms “disposed,” “mounted,” and “connected” are to be construed broadly, and may for example be fixedly connected, detachably connected, or integrally connected, either mechanically or electrically. They may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Modifications to embodiments and combinations of different embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as “including”, “comprising”, “incorporating”, “have”, and “is” used to describe and claim the present disclosure are intended to be construed in a non-exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural where appropriate.
Although embodiments have been described with reference to a number of illustrative embodiments thereof, it should be understood that numerous other modifications and embodiments can be devised by those skilled in the art that will fall within the spirit and scope of the principles of this disclosure. More particularly, various variations and modifications are possible in the component parts and/or arrangements of the subject combination arrangement within the scope of the present disclosure, the drawings, and the appended claims. In addition to variations and modifications in the component parts and/or arrangements, alternative uses will also be apparent to those skilled in the art.
,CLAIMS:WE CLAIM:
1. An integrated motor assembly (100) of an electric vehicle, wherein the motor assembly (100) comprises:
- a motor (102), wherein the motor (102) comprises:
- a rotor stack (104);
- an electromagnetic clutch assembly (106) configured within the rotor stack (104);
- a commutator (108) electrically coupled with a pair of brushes (110); and
- a stator (112);
- a plurality of sensors (114); and
- a transmission control unit (116) communicably coupled to a plurality of sensors (114),
wherein the clutch assembly (106) is configured to engage and/or disengage a gearbox assembly (118), from the motor (102), based on inputs received from the plurality of sensors (114).

2. The transmission unit (100) as claimed in claim 1, wherein the electromagnetic clutch assembly (106) comprises:
- a clutch shaft (120);
- an electromagnetic rotor (122) mounted on the clutch shaft (120);
- a plurality of electromagnetic clutch magnets (124) coupled to the electromagnetic rotor (122);
- a plurality of springs (126) mounted on the plurality of electromagnetic magnets (124);
- an electromagnetic clutch winding (128).

3. The transmission unit (100) as claimed in claim 1, wherein the rotor stack (104) comprises a plurality of slots (130) for accommodating a plurality of permanent magnets (132) and wherein the electromagnetic rotor (122) comprises a plurality of channels (134) for accommodating the plurality of electromagnetic clutch magnets (124).

4. The transmission unit (100) as claimed in claim 1, wherein the plurality of sensors (114) are configured to sense the polarity of the plurality of electromagnetic clutch magnets (124) and an engagement and/or disengagement of a clutch lever.

5. The transmission unit (100) as claimed in claim 1, wherein the transmission control unit (116) is configured to receive the sensed polarity of the electromagnetic clutch magnets (124) and the engagement and/or disengagement of the clutch lever.

6. The transmission unit (100) as claimed in claim 1, wherein the transmission control unit (116), upon detecting disengagement of the clutch lever, is configured to generate and send a first instruction signal to a power source.

7. The transmission unit (100) as claimed in claim 1, wherein the power source is configured to generate and send a primary current signal based on the received first instruction signal to the electromagnetic clutch winding (128) via the pair of brushes (110).

8. The transmission unit (100) as claimed in claim 1, wherein the electromagnetic clutch winding (128) is configured to receive the primary current signal and align the plurality of springs (126) in a magnetized position with respect to the electromagnetic rotor (122) via a shaft disc (136).

9. The transmission unit (100) as claimed in claim 1, wherein the electromagnetic rotor (122) is configured to be in engagement position with the clutch shaft (120) based on the alignment of the plurality of springs (126).

10. The transmission unit (100) as claimed in claim 1, wherein the transmission control unit (116), upon detecting engagement of the clutch lever, is configured to generate and send a second instruction signal to the power source.

11. The transmission unit (100) as claimed in claim 1, wherein the power source is configured to generate and send a secondary current signal based on the second instruction signal to the electromagnetic clutch winding (128) via the pair of brushes (110) and wherein the direction of the secondary current signal is opposite with respect to the primary current signal.

12. The transmission unit (100) as claimed in claim 1, wherein the electromagnetic clutch winding (128) is configured to receive the secondary current signal and align the plurality of springs (126) in a de-magnetized position with respect to the electromagnetic rotor (122) via the shaft disc (136).

13. The transmission unit (100) as claimed in claim 1, wherein the electromagnetic rotor (122) is configured to be in disengagement position with the clutch shaft (120) based on the alignment of the plurality of springs (126).

14. A method (200) of operating an integrated motor assembly (102), the method (200) comprises:
- receiving inputs from the plurality of sensors (114) to a transmission control unit (112);
- generating a primary current signal based on a received first instruction signal via a power source (112);
- aligning a plurality of springs (126) in a magnetized position with respect to an electromagnetic rotor (122) via a shaft disc (116);
- generating a secondary current signal based on a received second instruction signal via the power source (112); and
- aligning the plurality of springs (126) in a de-magnetized position with respect to the electromagnetic rotor (122) via the shaft disc (136).