DESC:AUTOMATIC TRANSMISSION SYSTEM FOR AN ELECTRIC VEHICLE
CROSS REFERENCE TO RELATED APPLICATIONS
The present application claims priority from Indian Provisional Patent Application No. 202421024551 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. The output power of the motor is directly proportional to the throttle input
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 gear shift based on the rider’s throttle input and fail to dynamically optimize gear shifts based on varying driving conditions. Specifically, due to a lack of throttle input rate computation, gear transitions are jerky and uneven, leading to inefficient power delivery, suboptimal motor performance, and redundant energy consumption. Further, the lack of an actuator 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
- an actuator communicably coupled with the transmission control unit and a gearbox assembly,
wherein the transmission control unit is configured to engage and/or disengage the actuator, 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 throttle input rate computation, 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 throttle input 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;
- computing a throttle input rate based on the received input from the throttle position sensor;
- detecting a gear position, a vehicle speed, and a motor speed corresponding to the computed throttle input rate;
- comparing the computed throttle input rate with a predefined range of throttle input rate for the corresponding to the detected gear position, vehicle speed and the motor speed; and
- generating a trigger signal for the throttle input rate exceeding or falling below the predefined range of throttle input rate.
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 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 “actuator” 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 actuator comprises a motor, a sensor for feedback, and a controller that processes the feedback signal to adjust the motor's action. The actuators are designed to deliver precise control, enabling accurate adjustments and movements in systems that require fine-tuned operation. The feedback loop ensures that the actuator continuously monitors and corrects any deviation from a set point, allowing for high accuracy and responsiveness in system performance. The hydraulic actuator uses pressurized fluid to control the motor and is used for high-torque applications. The working method of an actuator generally involves receiving an input signal, comparing it to the desired output (based on feedback from a sensor), and adjusting the actuator 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 that work 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 “trigger 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 trigger signal is sent after the TCU compares the computed throttle input rate with a predefined range of throttle input rates, based on inputs such as vehicle speed, motor load, throttle position, and other sensor data. The trigger 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, the TCU sends the trigger signal to the actuator to operate 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
- an actuator communicably coupled with the transmission control unit and a gearbox assembly,
wherein the transmission control unit is configured to engage and/or disengage the actuator, based on inputs received from the plurality of sensors.
Referring to figure 1, in accordance with an embodiment, there is described 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 an actuator 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 actuator 106, 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 for an electric vehicle integrates several key components to ensure efficient operation of the vehicle’s transmission. The plurality of sensors 102 is placed within the transmission unit to monitor various parameters such as speed, torque, gear position, and throttle position. The sensors continuously collect real-time data and transmit the to the transmission control unit 104. The data serves as the basis for the control and operation of the transmission unit 104, enabling the unit to adjust the vehicle's performance in response to changing conditions. The transmission control unit 104 processes the inputs received from the sensors and makes decisions regarding the engagement or disengagement of the actuator 106. Based on the data, the transmission control unit 104 forwards commands to the actuator 106, instructing the actuator to engage or disengage the gearbox assembly 108. The actuator 106 is mechanically coupled to the gearbox assembly 108, enabling the physical shift of the gears. The interaction allows for seamless and dynamic adjustment of the transmission, ensuring smooth and efficient power delivery from the motor to the wheels, enhancing both vehicle performance and energy efficiency. Further, by utilizing real-time sensor data to guide the engagement and disengagement of the gearbox through the actuator 106, the transmission unit 100 responds rapidly to driving conditions and provides a more responsive and adaptive driving experience. Advantageously, the transmission unit 100 enables a reduction in energy consumption, as the transmission optimizes the gear selection based on real-time conditions, ensuring that the vehicle operates in the efficient power range. Additionally, the transmission unit 100 contributes to smoother acceleration and deceleration, enhancing rider comfort and the overall drivability of the vehicle.
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 104 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 with data about the vehicle’s power demand. The vehicle speed sensor 114 helps the TCU 104 assess the vehicle's current speed to determine the most appropriate gear for the conditions. The sensors 102 work together to feed critical data to the TCU 104, enabling precise control over gear shifts and motor engagement, and improving the efficiency and performance of the vehicle’s transmission operation. The method of operation for the above-mentioned arrangement involves the TCU 104 continuously processing the data from the above-mentioned sensors 102. Based on the real-time information provided, the TCU 104 determines the appropriate moment to engage or disengage the gearbox and the gear to select. The dynamic adjustment ensures that the transmission unit 100 responds quickly to changing driving conditions, such as acceleration, deceleration, or changes in terrain. Consequently, the operation of the above-mentioned sensors 102 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 102.
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) 104 in the transmission unit 100 processes real-time data received from a plurality of sensors 102 placed in the vehicle's drivetrain. The sensors 102 monitor various operational parameters, such as gear position, motor speed (RPM), vehicle speed, and torque demand. The TCU 104 utilizes the sensor 102 data to compute the throttle input. The operation 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 102 results in smoother shifts, improving driving comfort and performance. Advantageously, by managing gear changes, the transmission unit 104 reduces mechanical complexity and wear on components, increasing durability and reducing maintenance costs.
In an embodiment, the transmission control unit 104 is configured to compute a throttle input rate based on the received input from the throttle position sensor 112. The transmission control unit 104 receives the input from the throttle position sensor 112, which monitors the rider’s input on the throttle lever. The throttle position sensor 112 measures the position of the throttle, indicating the amount of pressure the rider is applying to accelerate. Based on the input, the transmission control unit 104 computes the throttle input rate, which represents the rate of change in the throttle position over time. The computation enables the transmission unit 104 to identify the rider's intent for acceleration or deceleration, allowing for more precise control over the vehicle's powertrain. Subsequently, the transmission control unit 104 uses the throttle input rate to adjust the performance of the transmission unit 100, ensuring that the gearbox assembly 108 responds appropriately to changes in throttle input for smooth and efficient operation. Consequently, the adjustment enables the transmission unit 100 to make finer adjustments to the transmission with engaging or disengaging gears at optimal moments, resulting in smoother transitions between gears. The advantage of the above-mentioned transmission unit 100 is improved driving performance, as the vehicle responds more smoothly to throttle input, enhancing both driving comfort and control. Additionally, by optimizing the timing of gear shifts based on the throttle input rate, the vehicle achieves better energy efficiency.
In an embodiment, the transmission control unit 104 is configured to detect a gear position, a vehicle speed, and a motor speed corresponding to the computed throttle input rate. The transmission control unit 104 continuously monitors and processes key parameters of the vehicle's performance. The TCU 104 detects the current gear position, vehicle speed, and motor speed, which are affected by the computed throttle input rate. Further, by analysing the above-mentioned parameters, the transmission control unit 104 obtains a comprehensive understanding of the vehicle's current operational state. The gear position indicates the currently engaged gear, and the motor speed provides the rotational speed of the motor. Subsequently, by linking the data with the computed throttle input rate, the transmission control unit 104 predicts the needed adjustments for optimal gear shifting or power delivery. By factoring in the gear position, vehicle speed, and motor speed along with the throttle input rate, the transmission unit anticipates the vehicle's needs and adjusts the transmission settings accordingly. The transmission results in smoother acceleration, reduced energy strain, and more efficient use of power. The advantages of the above-mentioned transmission unit include enhanced driving comfort, as the vehicle responds more instantly to throttle changes, and improved energy efficiency, as the transmission shifts at optimal times to reduce energy waste.
In an embodiment, the transmission control unit 104 is configured to compare the computed throttle input rate with a predefined range of throttle input rates corresponding to the detected gear position, vehicle speed and the motor speed. The transmission control unit 104 compares the computed throttle input rate with a predefined range of acceptable throttle input rates for the current driving conditions. Specifically, the range is determined based on the detected gear position, vehicle speed, and motor speed, which collectively depict the vehicle's operating state. By comparing the throttle input rate to the predefined range, the transmission control unit 104 determines that the rider’s input falls within the optimal parameters for smooth performance. For instance, in case the computed throttle input rate is outside the predefined range, the control unit adjust the transmission operation, such as shifting to a higher or lower gear, or modifying the motor’s power output, in order to bring the vehicle’s performance back within the ideal range for efficiency and comfort. Further, by constantly comparing the throttle input rate with the predefined acceptable range based on current conditions (gear position, vehicle speed, and motor speed), the transmission unit 100 manages gear shifts and adjusts battery power to prevent jerky or inefficient transitions. The advantages of the above-mentioned comparison include improved driving comfort, as gear shifts are more seamless, and enhanced energy efficiency, as the vehicle avoids excessively high revolutions or over-revving.
In an embodiment, the transmission control unit 104 is configured to generate a trigger signal for the throttle input rate exceeding or falling below the predefined range of throttle input rate. The transmission control unit 104 monitors the computed throttle input rate in real-time and compares the computed throttle input rate with a predefined range of acceptable throttle input values, which is determined based on the current vehicle conditions, including the gear position, vehicle speed, and motor speed. Specifically, in case the throttle input rate exceeds or falls below the predefined range, the transmission control unit 104 generates a trigger signal. The signal acts as a corrective measure, signalling the vehicle’s control systems to take suitable action, such as adjusting the power output or engaging a different gear to bring the vehicle’s performance back within the desired operating parameters. The trigger signal ensures that the throttle input is adjusted to maintain optimal vehicle performance and efficiency. Further, by generating a trigger signal as the throttle input rate deviates from the predefined range, the transmission control unit 104 prevents undesirable gear shifts. The advantages of the above-mentioned generated trigger signal include enhanced driving comfort, as the vehicle avoids abrupt power surges or lags in response to throttle input, and improved energy efficiency, as the transmission unit 100 ensures that the battery operates within the most efficient range.
In an embodiment, the actuator 106 is configured to receive the generated trigger signal and control the gearbox assembly 108 based on the received trigger signal. The actuator 106 is directly connected to the gearbox assembly 108 and controls the gear shifts within the transmission unit. Specifically, as the transmission control unit 104 detects that the throttle input rate exceeds or falls below the predefined range, the TCU 104 generates the trigger signal. Subsequently, the trigger signal is sent to the actuator 106, and the actuator 106 takes appropriate action to adjust the gearbox assembly 108. Further, depending on the type of trigger (such as the throttle input is too high or too low), the actuator 106 engages or disengages specific gears within the gearbox assembly 108 to bring the operating range back into optimal operating conditions. The trigger action maintains a smooth and efficient power transfer from the motor to the wheels. Further, by receiving the trigger signal, the actuator 106 ensures that gear shifts occur at precisely the moment to prevent over-revving or under-revving the motor when throttle input is low. Consequently, the precise gear shifting leads to smoother transitions between gears and optimized vehicle performance under various driving conditions. The advantages of the above-mentioned actuator action include improved driving experience, as the transmission unit responds promptly to changes in throttle input, preventing jerky movements or abrupt changes in speed.
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;
- computing a throttle input rate based on the received input from the throttle position sensor;
- detecting a gear position, a vehicle speed, and a motor speed corresponding to the computed throttle input rate;
- comparing the computed throttle input rate with a predefined range of throttle input rate for the corresponding detected gear position, vehicle speed and the motor speed; and
- generating a trigger signal for the throttle input rate exceeding or falling below the predefined range of throttle input rate.
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 104. At a step 204, the method 200 comprises computing a throttle input rate based on the received input from the throttle position sensor 112. At a step 206, the method 200 comprises detecting a gear position, a vehicle speed, and a motor speed corresponding to the computed throttle input rate. At a step 208, the method 200 comprises comparing the computed throttle input rate with a predefined range of throttle input rates corresponding to the detected gear position, vehicle speed and the motor speed. At a step 210, the method 200 comprises generating a trigger signal for the throttle input rate exceeding or falling below the predefined range of throttle input rate.
In an embodiment, the method 200 comprises receiving the generated trigger signal and controlling the gearbox assembly 108 based on the received trigger signal, via the actuator 106.
In an embodiment, the method 200 comprises receiving inputs from a plurality of sensors 102 to the transmission control unit 104. Furthermore, the method 200 comprises computing a throttle input rate based on the received input from the throttle position sensor 112. Furthermore, the method 200 comprises detecting a gear position, a vehicle speed, and a motor speed corresponding to the computed throttle input rate. Furthermore, the method 200 comprises comparing the computed throttle input rate with a predefined range of throttle input rates corresponding to the detected gear position, vehicle speed and the motor speed. Furthermore, the method 200 comprises generating a trigger signal for the throttle input rate exceeding or falling below the predefined range of throttle input rate.
Based on the above-mentioned embodiments, the present disclosure provides significant advantages such as (but not limited to) smoother gear transitions, reduced driver fatigue, improved vehicle performance, and 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
- an actuator (106) mechanically coupled to a gearbox assembly (108),
wherein the transmission control unit (104) is configured to engage and/or disengage the actuator (106), 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 compute a throttle input rate based on the received input from the throttle position sensor (112).

5. The transmission unit (100) as claimed in claim 1, wherein the transmission control unit (104) is configured to detect a gear position, a vehicle speed, and a motor speed corresponding to the computed throttle input rate.

6. The transmission unit (100) as claimed in claim 1, wherein the transmission control unit (104) is configured to compare the computed throttle input rate with a predefined range of throttle input rates corresponding to the detected gear position, vehicle speed and the motor speed.

7. The transmission unit (100) as claimed in claim 1, wherein the transmission control unit (104) is configured to generate a trigger signal for the throttle input rate exceeding or falling below the predefined range of throttle input rate.

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

9. A method (200) of operating a transmission unit (100), via a transmission control unit (104), the method (200) comprises:
- receiving inputs from a plurality of sensors (102) to the transmission control unit (104);
- computing a throttle input rate based on the received input from the throttle position sensor (112);
- detecting a gear position, a vehicle speed, and a motor speed corresponding to the computed throttle input rate;
- comparing the computed throttle input rate with a predefined range of throttle input rate for the corresponding detected gear position, vehicle speed and the motor speed; and
- generating a trigger signal for the throttle input rate exceeding or falling below the predefined range of throttle input rate.