DESC:TRANSMISSION SYSTEM FOR AN ELECTRIC VEHICLE
CROSS REFERENCE TO RELATED APPLICATIONS
The present application claims priority from Indian Provisional Patent Application No. 202421024544 filed on 27/03/2024, the entirety of which is incorporated herein by a reference.
TECHNICAL FIELD
Generally, the present disclosure relates to a transmission system of a vehicle. Particularly, the present disclosure relates to an automatic gearshift for a transmission system of a vehicle.
BACKGROUND
In today's world, the importance of Electric Vehicles (EVs) is growing rapidly due to the increasing demand for eco-friendly transportation solutions that reduce carbon emissions and dependency on fossil fuels. A key component of an EV's performance is transmission system, which plays a vital role in ensuring smooth gear shifting and efficient power delivery from the motor to the wheels. Unlike traditional internal combustion engine vehicles, EVs require transmission systems that can adapt to varying driving conditions while maintaining smooth, seamless shifts for an optimal driving experience. The ability to shift gears smoothly, with minimal friction and mechanical stress, enhances the longevity of the vehicle's transmission components and contributes to a more enjoyable and efficient driving experience.
Conventionally, the electric vehicles utilize a traditional gear-shifting mechanism, and the gear selection process typically involves a manual or automatic clutch mechanism that allows the rider to engage and disengage gears. The traditional gear-shifting uses a set of mechanical or electronic components to determine the engagement or disengagement of the gears. Specifically, the mechanism uses sensors to detect the vehicle operating parameters such as throttle position, vehicle speed, and motor load. The mechanism shifts gears based on the inputs received from the above-mentioned sensors, and relies on predetermined shift points, rather than calculating exact RPMs for optimal motor efficiency.
However, there are certain underlining problems associated with the existing or above-mentioned transmission unit for an electric vehicle. For instance, the conventional transmission mechanisms lack real-time, precise control over the motor's RPM and fail to dynamically optimize gear shifts based on varying driving conditions. Specifically, without RPM feedback, gear transitions are jerky and uneven, leading to inefficient power delivery, suboptimal motor performance, and redundant energy consumption. Further, the lack of servomechanisms results in less smooth and slower gear shifts initiating jerky acceleration or deceleration and thereby reducing the overall driving comfort. Furthermore, the absence of real-time adjustments leads to increased strain on the motor and transmission, reducing the vehicle's efficiency, shortening battery life, and potentially causing excessive wear on critical components, ultimately affecting the EV’s range, performance, and longevity.
Therefore, there exists a need for a transmission unit for an electric vehicle that is efficient, durable, and overcomes one or more problems as mentioned above.
SUMMARY
An object of the present disclosure is to provide a transmission unit for an electric vehicle.
Another object of the present disclosure is to provide a transmission unit to enable seamless gear shifts and consequently, an optimized transmission performance of an electric vehicle.
In accordance with an aspect of the present disclosure, there is provided a transmission unit for an electric vehicle, the transmission unit comprises:
- a plurality of sensors;
- a transmission control unit communicably coupled with a plurality of sensors; and
- a servomechanism communicably coupled with the transmission control unit and a gearbox assembly,
wherein the transmission control unit is configured to engage and/or disengage the gearbox assembly, based on inputs received from the plurality of sensors.
The transmission unit for an electric vehicle, as described in the present disclosure, is advantageous in terms of providing a transmission unit with smoother gear transitions, reduced driver fatigue, and improved vehicle performance. Specifically, the TCU processes real-time data from the sensors for dynamically engaging and disengaging the gearbox assembly based on real-time driving conditions, thereby ensuring smooth and precise gear shifts without manual intervention. Additionally, the above-mentioned transmission unit reduces mechanical strain by adjusting the gearbox operation to maintain the motor within an optimal RPM range, contributing to increased vehicle range, extended battery life, and enhanced durability of both the transmission and electric motor.
In accordance with another aspect of the present disclosure, there is described a method of operating a transmission unit, via a transmission control unit, the method comprises:
- receiving inputs from a plurality of sensors to the transmission control unit;
- detecting a current rotation per minute for a current gear position based on the inputs received from the plurality of sensors;
- computing the rotations per minute for a remaining number of gear positions;
- comparing the computed rotations per minute with a predefined range of rotation per minute for each gear; and
- generating an instruction signal for the rotations per minute exceeding or falling below the predefined ranges of rotation per minute for each gear.
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 a transmission unit for an electric vehicle, in accordance with an embodiment of the present disclosure.
Figure 2 illustrates a flow chart of a method of operating a transmission unit, 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 “transmission unit” refers to a component of an electric vehicle that manages the transfer of power from the electric motor to the wheels. Many EVs incorporate a single-speed transmission that allows the electric motor to deliver consistent torque and power across a wide range of speeds. Further, the transmission unit facilitates energy efficiency optimization and boosts overall vehicle performance. Additionally, some advanced EVs may employ a multi-speed transmission to further improve responsiveness and adaptability to different driving conditions. Overall, the transmission unit is essential for ensuring a smooth driving experience, maximizing the electric motor capabilities, and contributing to the vehicle's overall efficiency and performance.
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 term “sensors” refers to devices that detect and measure various physical parameters of a vehicle and thereby provide 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 terms “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 term “servomechanism” refers to a feedback-controlled mechanical arrangement used to control the position, velocity, or other parameters of a mechanical system, typically by adjusting a control element in response to a signal. Generally, the servomechanism comprises a motor, a sensor for feedback, and a controller that processes the feedback signal to adjust the motor's action. The servomechanisms are designed to deliver precise control, enabling accurate adjustments and movements in systems that require fine-tuned operation. The feedback loop ensures that the servomechanism continuously monitors and corrects any deviation from a set point, allowing for high accuracy and responsiveness in system performance. The types of servomechanisms include electromechanical servos, hydraulic servos, and pneumatic servos. The electromechanical servos use electric motors and are used in applications requiring high precision. The hydraulic servos use pressurized fluid to control the motor and are used for high-torque applications. The working method of a servomechanism generally involves receiving an input signal, comparing it to the desired output (based on feedback from a sensor), and adjusting the actuator (motor) to bring the overall arrangement into the desired state, ensuring smooth, accurate motion control.
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's overall performance, and contributing to the longevity of the motor.
As used herein, the term “gear position sensor” refers to a sensor that monitors the selected gear in the vehicle's transmission system. The gear position sensor provides feedback to the TCU or vehicle control system about the current gear, enabling the system to optimize power delivery, adjust torque, and ensure smooth gear shifting. In EVs with single-speed transmissions or multi-speed gearboxes, the gear position sensor helps the vehicle's control system comprehend the gear status, for managing efficiency, energy regeneration, and performance under different driving conditions. The types of gear position sensors include mechanical, magnetic, and Hall effect sensors. The components of a gear position sensor include a sensor element that detects the gear's position (such as a switch or a magnet), a linkage mechanism that connects to the transmission, and signal-processing electronics. The working principle of a gear position sensor involves detecting the physical position of the gear through mechanical or magnetic means and converting it into an electrical signal. The signal is sent to the TCU, which uses the signal to adjust the motor’s performance, accordingly, ensuring smooth transitions between gears, efficient power usage, and effective regenerative braking.
As used herein, the term “throttle position sensor” refers to a component that measures the position of the throttle pedal or the throttle valve. The throttle position sensor provides real-time data to the TCU about the driver's input on acceleration, allowing the control system to adjust the motor's power output accordingly. The sensor detects how far the throttle pedal is pressed, translating this physical movement into an electrical signal that tells the system how much power to supply to the motor. The detection helps to regulate acceleration and maintain smooth driving performance, ensuring the vehicle responds appropriately to the driver’s commands. The throttle position sensor in EVs uses tools such as potentiometers, Hall effect sensors, or resistive sensors. The key components of a TPS include a sensor element (such as a potentiometer or magnetic sensor), a mechanical linkage to the throttle, and signal-processing electronics. The working principle involves the sensor detecting changes in the position of the throttle mechanism and converting the change in position into a voltage or digital signal. The signal is sent to the TCU, which processes the information and adjusts the motor's power delivery to match the throttle input. By continuously monitoring and adjusting the throttle response, the TPS plays a significant role in controlling the vehicle's acceleration, energy efficiency, and overall driving experience.
As used herein, the term “vehicle speed sensor” refers to a device that measures the speed of a vehicle by detecting the rotation of a wheel or the movement of the vehicle. The speed sensor converts the movement into an electrical signal that is processed by the vehicle control unit. Various types of speed sensors may include (but not limited to) wheel Speed Sensors, transmission speed sensors and GPS Speed Sensors.
As used herein, the term “motor speed sensor” refers to a device used to measure the rotational speed (or RPM) of an electric motor’s shaft, providing real-time feedback on the motor’s performance. The sensor detects the rate of the motor spinning and converts the mechanical movement into an electrical signal that is processed by the transmission control unit. Further, by monitoring motor speed, the sensor helps ensure that the motor operates efficiently, preventing issues such as overloading or underperformance, and aids in optimizing the overall system operation. The motor speed sensors continuously monitor motor speed and feed the data to the control unit, ensuring that the motor operates within desired parameters for efficiency and performance.
As used herein, the term “instruction signal” refers to an initial electronic command generated by the Transmission Control Unit (TCU) that triggers the disengagement of the gearbox assembly from the motor. The instruction signal is sent after the TCU compares the computed rotations per minute with a predefined range of rotation per minute for each gear, based on inputs such as vehicle speed, motor load, throttle position, and other sensor data. The instruction signal acts as the starting point for the gear-shifting process, instructing the system to begin the transition by disengaging the gearbox from the motor. The disengagement is crucial for ensuring smooth and efficient gear shifts without causing abrupt or jerky movements in the transmission system. As the TCU determines that overriding the gear shift is required, TCU sends the instruction signal to the servomechanism to override the gear shift.
In accordance with an aspect of the present disclosure, there is provided a transmission unit for an electric vehicle, the transmission unit comprises:
- a plurality of sensors;
- a transmission control unit communicably coupled with a plurality of sensors; and
- a servomechanism communicably coupled with the transmission control unit and a gearbox assembly,
wherein the transmission control unit is configured to engage and/or disengage the gearbox assembly, based on inputs received from the plurality of sensors.
Referring to figure 1, in accordance with an embodiment, there is described transmission unit 100 for an electric vehicle. The transmission unit 100 comprises a plurality of sensors 102, a transmission control unit 104 communicably coupled with a plurality of sensors 102 and a servomechanism 106 communicably coupled with the transmission control unit 104 and a gearbox assembly 108. Further, the transmission control unit 104 is configured to engage and/or disengage the gearbox assembly 108, based on inputs received from the plurality of sensors 102. Furthermore, the plurality of sensors 102 comprises a gear position sensor 110, a throttle position sensor 112, a vehicle speed sensor 114, and a motor speed sensor 116.
The transmission unit 100 comprises the plurality of sensors that detect real-time data from various sources within the vehicle, such as vehicle speed, motor speed (RPM), throttle position, and gear position. The sensors 102 provide the TCU 104 with the required information to determine the optimal state for the gearbox. The TCU 104, based on the data, processes and analyses the inputs to decide the engagement or disengagement of the gearbox assembly 108 (or shift gears), and thereby adjusts the vehicle's performance based on the current driving conditions. The transmission control unit (TCU) 104 receives signals from the sensors 102 and computes the current rotations per minute for the vehicle. The TCU 104 interprets the data provided by the sensors 102 to assess the current driving conditions, such as the need for torque, power output, or energy efficiency. For instance, in case the motor RPM is too high or low for the current gear, the TCU 104 instructs the servomechanism 106 to engage a higher or lower gear, optimizing the electric motor’s performance. Consequently, the dynamic adjustment of the transmission ensures that the vehicle operates smoothly, efficiently, and at optimal performance during accelerating, cruising, or decelerating. The TCU 104 continuously monitors the inputs and updates the decision parameters, ensuring real-time control over the transmission system. Further, the servomechanism 106 plays a critical role in actuating the gear shift commands from the TCU 104. The servomechanism 106 accurately adjusts the gearbox assembly 108 based on the TCU’s 104 instructions, either by engaging or disengaging the appropriate gear. The advantages of the above-mentioned transmission unit include smoother driving with efficient gear transitions, optimized motor performance, and improved energy efficiency. Furthermore, the unit 100 continuously adjusts the gear shift timing to the optimal RPM and torque requirements thereby reducing energy consumption, enhancing battery life, and improving overall vehicle range. Additionally, by minimizing excessive stress on the motor and gearbox 108, the transmission unit 100 contributes to the longevity and durability of key components in the EV powertrain.
In an embodiment, the plurality of sensors 102 comprises a gear position sensor 110, a throttle position sensor 112, a vehicle speed sensor 114, and a motor speed sensor 116. The gear position sensor 110 detects the current gear engaged in the gearbox, allowing the TCU 106 to determine the precise gear position. Further, the throttle position sensor 112 measures the input from the rider on the accelerator, providing the TCU 104 data about the vehicle’s power demand. The vehicle speed sensor 114 helps the TCU 106 assess the vehicle's current speed to determine the most appropriate gear for the conditions. The sensors work together to feed critical data to the TCU 106, enabling precise control over gear shifts and motor engagement, and improving the efficiency and performance of the vehicle’s transmission system. The method of operation for the above-mentioned arrangement involves the TCU 106 continuously processing the data from the above-mentioned sensors. Based on the real-time information provided, the TCU 106 determines the appropriate moment to engage or disengage the gearbox and the gear to select. The dynamic adjustment ensures that the system responds quickly to changing driving conditions, such as acceleration, deceleration, or changes in terrain. Consequently, the operation of the above-mentioned sensors results in smoother and more efficient gear transitions, enhanced energy efficiency, and reduced wear on transmission components due to the precise control enabled by the sensors.
In an embodiment, the transmission control unit 104 is configured to receive the inputs from the plurality of sensors 102. The Transmission Control Unit (TCU) 106 in the transmission unit 100 processes real-time data received from a plurality of sensors 102 placed throughout the vehicle's drivetrain. The sensors monitor various operational parameters, such as gear position, motor speed (RPM), vehicle speed, and torque demand. The TCU 104 uses the sensor 102 data to calculate the current rotations per minute. Based on the calculation, the TCU 104 computes the rotations per minute for the remaining number of gears. The entire process allows the transmission to shift gears smoothly and efficiently, adapting in real-time to driving conditions. The TCU's 104 ability to dynamically adjust the gear positions based on continuous feedback from the sensors results in smoother shifts, improving driving comfort and performance. Advantageously, by managing gear changes, the transmission unit reduces mechanical complexity and wear on components, increasing durability and reducing maintenance costs.
In an embodiment, the transmission control unit 104 is configured to detect a current rotations per minute for a current gear position based on the inputs received from the plurality of sensors 102. The Transmission Control Unit (TCU) 104 monitors and controls the gear-shifting process in an automatic transmission system. The TCU 104 detects the current rotations per minute (RPM) for the current gear position using input data from a plurality of sensors 102 placed within the vehicle's transmission system. The sensors 102 measures factors such as vehicle speed, throttle position, and gear position. The TCU 104 utilizes the inputs to compute the RPM in real time, providing the necessary information to make precise adjustments to optimize the vehicle’s performance and driving experience. Further, by monitoring the RPM continuously, the TCU 104 predicts the need for a gear shift, ensuring smooth transitions between gears based on the vehicle’s operating conditions. Furthermore, by utilizing sensor inputs to accurately monitor RPM and the gear position, the TCU 104 makes informed decisions for shift gears, preventing over-revving or under-revving. Consequently, the TCU 104 provides smoother acceleration, improved energy efficiency, and a reduction in engine strain. Additionally, the transmission unit 100 enhances driving comfort by minimizing jerky gear shifts and optimizing engine performance across varying driving conditions. The advantages include more responsive handling, greater control over power delivery, and a more energy-efficient driving experience, contributing to the long-term durability of the vehicle’s transmission and engine components.
In an embodiment, the transmission control unit 104 is configured to compute the rotations per minute for a remaining number of gear positions. The Transmission Control Unit (TCU) 104 computes the rotations per minute (RPM) for the remaining number of gear positions based on inputs received from a variety of sensors 102. The sensors 102 track vehicle speed, throttle position, motor speed, and gear position sensor that influence the transmission's behaviour. Further, by analysing the real-time inputs, the TCU 104 predicts the RPM for each potential gear shift. The TCU 104 utilizes the data to compute the RPM at different gears, optimizing for efficiency and power delivery as the vehicle transitions between gears. Furthermore, the dynamic adjustment ensures that the motor operates within the optimal RPM range, preventing excessive energy consumption or underperformance. The advantages of the rpm computation include smoother acceleration and deceleration, as the TCU 104 is able to adjust gear shifts based on the predicted RPM, maintaining efficient power output. Additionally, the computation contributes to improved energy efficiency and range, as the TCU 104 minimizes redundant shifts and keeps the motor running in the efficient operating range.
In an embodiment, the transmission control unit 104 is configured to compare the computed rotations per minute with a predefined range of rotation per minute for each gear. The Transmission Control Unit (TCU) 104 is configured to compare the computed rotations per minute (RPM) for each gear with predefined RPM ranges established for each gear. Specifically, as the TCU 104 processes data from the sensors 102 such as vehicle speed, motor speed, and throttle position, TCU 104 calculates the current and predicts the RPM for the motor. The predefined RPM ranges for each gear are set to optimize motor efficiency and performance. The TCU 104 compares the calculated RPM for the current or upcoming gear to the predefined ranges to determine the necessity for a gear shift. For instance, in case the computed RPM falls outside the acceptable range for the selected gear, either exceeding the upper limit or dropping below the lower limit, the TCU 104 initiates the overriding of the gear shift to keep the motor into the optimal RPM range, thereby preventing inefficient operation and protecting the motor from potential strain. Furthermore, by continuously monitoring and adjusting the RPM relative to predefined limits, the TCU 104 prevents excessive wear and tear on the motor and the transmission system. The advantages of comparing the computed rotations per minute include improved power delivery and smoother transitions between gears, as the TCU 104 optimizes shifts in real-time based on the actual driving conditions. Consequently, the continuous comparison leads to better overall efficiency, longer battery life, enhanced driving comfort, and a reduction in energy wastage. Moreover, by maintaining the motor within an optimal RPM range, the system ensures a more sustainable and responsive driving experience, contributing to the longevity of the vehicle's powertrain and enhancing the vehicle's range.
In an embodiment, the transmission control unit 104 is configured to generate an instruction signal for the rotations per minute exceeding or falling below the predefined ranges of rotation per minute for each gear. The Transmission Control Unit (TCU) 104 in an electric vehicle (EV) generates an instruction signal for the computed rotations per minute (RPM) exceeding or falling below the predefined RPM ranges set for each gear. The TCU 104 continuously receives real-time data from various sensors, such as vehicle speed, motor speed, and throttle position. Based on the information, the TCU 104 calculates the motor's current RPM and compares it with the predefined RPM range for the gear. Particularly, in case the computed RPM exceeds the upper limit or falls below the lower limit of the predefined range, the TCU 104 generates an instruction signal that overrides a gear shift. For instance, in case the RPM exceeds the maximum range, the TCU 104 instructs the servomechanism to override the shift to a higher gear. The dynamic and responsive adjustment helps in preventing situations of over-revving (wasting energy) or under-revving (leading to insufficient power delivery). The advantages of the above-mentioned comparison include smoother acceleration and deceleration, as the gear shifts occur at the optimal times. Additionally, the above-mentioned approach improves energy efficiency and battery life, as the motor is always running within the peak efficiency zone. The real-time adjustments lead to less strain on the motor and transmission, enhancing the longevity and reliability of the vehicle's powertrain.
In an embodiment, the servomechanism 106 is configured to receive the generated instruction signal and control the gearbox assembly 108 based on the received instruction signal. The servomechanism 106 receives the instruction signal generated by the Transmission Control Unit (TCU) 104 and controls the gearbox assembly 108. Further, receiving the instruction signal indicates the need for overriding a gear shift due to the motor's RPM exceeding or falling below the predefined range, and thereby the servomechanism acts as an actuator to engage or disengage the appropriate gear in the gearbox assembly 108. The servomechanism 106 translates the signal into precise mechanical actions, ensuring smooth and accurate gear shifts. Furthermore, the servomechanism 106 uses an electric motor or hydraulic actuators depending on the design of the transmission, providing a high degree of responsiveness and control. The servomechanism 106 ensures that the correct gear is engaged or disengaged at the optimal time, enhancing the overall performance of the EV. Furthermore, by directly responding to the instruction signals from the TCU 104, the servomechanism 106 ensures that the gearbox operates in the most efficient and optimal manner based on current driving conditions. The advantages of the servomechanism 106 operation include improved driving comfort due to seamless gear transitions, enhanced vehicle performance, and better energy efficiency. Additionally, as the servomechanism 106 minimizes the risk of jerky or delayed shifts, it reduces mechanical stress on the gearbox and motor, contributing to increased longevity and reliability of the transmission system.
In accordance with a second aspect, there is described a method of operating a transmission unit, via a transmission control unit, the method comprises:
- receiving inputs from a plurality of sensors to the transmission control unit;
- detecting a current rotations per minute for a current gear position based on the inputs received from the plurality of sensors;
- computing the rotations per minute for a remaining number of gear positions;
- comparing the computed rotations per minute with a predefined range of rotation per minute for each gear; and
- generating an instruction signal for the rotations per minute exceeding or falling below the predefined ranges of rotation per minute for each gear.
Figure 2 describes a method 200 of operating a transmission unit, via a transmission control unit. The method 200 starts at a step 202. At the step 202, the method 200 comprises receiving inputs from a plurality of sensor 108 to the transmission control unit 106. At a step 204, the method 200 comprises detecting a current rotations per minute for a current gear position based on the inputs received from the plurality of sensors 102. At a step 206, the method 200 comprises computing the rotations per minute for a remaining number of gear positions. At a step 208, the method 200 comprises comparing the computed rotations per minute with a predefined range of rotation per minute for each gear. At a step 210, the method 200 comprises generating an instruction signal for the rotations per minute exceeding or falling below the predefined ranges of rotation per minute for each gear.
In an embodiment, the method 200 comprises receiving the generated instruction signal and controlling the gearbox assembly 108 based on the received instruction signal, via the servomechanism 106.
In an embodiment, the method 200 comprises receiving inputs from a plurality of sensor 102 to the transmission control unit 104. Furthermore, the method 200 comprises detecting a current rotations per minute for a current gear position based on the inputs received from the plurality of sensors 102. Furthermore, the method 200 comprises computing the rotations per minute for a remaining number of gear positions. Furthermore, the method 200 comprises comparing the computed rotations per minute with a predefined range of rotation per minute for each gear. Furthermore, the method 200 comprises generating an instruction signal for the rotations per minute exceeding or falling below the predefined ranges of rotation per minute for each gear.
Based on the above-mentioned embodiments, the present disclosure provides significant advantages such as (but not limited to) smoother gear transitions, reduced driver fatigue, and improved vehicle performance, enhanced overall efficiency.
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. A transmission unit (100) for an electric vehicle, the transmission unit (100) comprises:
- a plurality of sensors (102);
- a transmission control unit (104) communicably coupled with a plurality of sensors (102); and
- a servomechanism (106) communicably coupled with the transmission control unit (104) and a gearbox assembly (108),
wherein the transmission control unit (104) is configured to engage and/or disengage the gearbox assembly (108), based on inputs received from the plurality of sensors (102).

2. The transmission unit (100) as claimed in claim 1, wherein the plurality of sensors (102) comprises a gear position sensor (110), a throttle position sensor (112), a vehicle speed sensor (114), and a motor speed sensor (116).

3. The transmission unit (100) as claimed in claim 1, wherein the transmission control unit (104) is configured to receive the inputs from the plurality of sensors (102).

4. The transmission unit (100) as claimed in claim 1, wherein the transmission control unit (104) is configured to detect a current rotations per minute for a current gear position based on the inputs received from the plurality of sensors (102).

5. The transmission unit (100) as claimed in claim 1, wherein the transmission control unit (104) is configured to compute the rotations per minute for a remaining number of gear positions.

6. The transmission unit (100) as claimed in claim 1, wherein the transmission control unit (104) is configured to compare the computed rotations per minute with a predefined range of rotation per minute for each gear.

7. The transmission unit (100) as claimed in claim 1, wherein the transmission control unit (104) is configured to generate an instruction signal for the rotations per minute exceeding or falling below the predefined ranges of rotation per minute for each gear.

8. The transmission unit (100) as claimed in claim 1, wherein the servomechanism (106) is configured to receive the generated instruction signal and control the gearbox assembly (108) based on the received instruction signal.

9. A method of operating a transmission unit, via a transmission control unit, the method comprises:
- receiving inputs from a plurality of sensors (108) to the transmission control unit (106);
- detecting a current rotations per minute for a current gear position based on the inputs received from the plurality of sensors (102);
- computing the rotations per minute for a remaining number of gear positions;
- comparing the computed rotations per minute with a predefined range of rotation per minute for each gear; and
- generating an instruction signal for the rotations per minute exceeding or falling below the predefined ranges of rotation per minute for each gear.