FORM 2
THE PATENTS ACT 1970
[39 OF 1970]
&
The Patents Rules, 2003
COMPLETE SPECIFICATION
[See section 10 and rule 13]
TITLE: “A METHOD OF REGULATING SPEED OF AN ELECTRIC AXLE IN AN ELECTRIC VEHICLE AND A SYSTEM THEREOF”
Name and Address of the Applicant:
TATA MOTORS LIMITED of Bombay House, 24 Homi Mody Street, Hutatma Chowk,
Mumbai – 400 001, Maharashtra, India
Nationality: Indian
The following specification particularly describes the invention and the manner in which it is to be performed.

TECHNICAL FIELD
Present disclosure relates to the field of automobile engineering. Particularly, but not exclusively, the present disclosure discloses an electric axle of an electric vehicle. Further, embodiments of the present disclosure, discloses a method of regulating speed of the electric axle in the electric vehicle.
BACKGROUND OF THE DISCLOSURE
Generally, electric vehicles are operable in a defined set of speeds such as low speed and high speed, where the electric vehicles are equipped with a transmission or rear axle unit which is operable in said defined set of speeds.
Generally, to cater to longer travel durations, the electric vehicles are either equipped with higher battery capacity or powertrain of such electric vehicle are modified to be operable at different speeds that are beyond the low speed and the high speed which were earlier designed for the electric vehicles. Based on such efforts in improving the existing electric vehicles, catering higher capacity battery in the electric vehicles maybe cumbersome due to requirement of modifying a number of parameters such as, interior design, the transmission or the powertrain, thermal management in the vehicle, and among other parameters that affect overall performance of the vehicle. Alternatively, efforts have been made to improve the transmission of the electric vehicles by incorporating additional gear ratios which are sequentially operable for delivering variable speed in the electric vehicles.
In the existing electric vehicles, the transmission or the powertrain have been modified by either extending length of shafts associated with the powertrain or including one or more lay shafts in addition to currently available shafts in the transmission. Due to such configuration and modification, the transmission of the electric vehicle tends to be bulky and may demand more space for accommodation in the vehicle. On the other hand, due to the increase in number of components associated with the transmission, responsiveness in changing between the speed ratios in the transmission may be delayed. Such delay in changing the speed ratios may either lead to inadequate delivery of power to the wheels or may result in catastrophic events. Such delay in the existing transmission unit of the electric vehicles may be due to independent signals being transmitted to an electric motor and to a meshing mechanism associated with the transmission unit. Also, in some scenarios, the delay in response for changing the speed ratios

may be due to independent operation of the meshing mechanism in the transmission unit, which inherently may cause knocking within the transmission.
The drawbacks/difficulties/disadvantages/limitations of the conventional techniques explained in the background section are just for exemplary purpose and the disclosure would never limit its scope only such limitations. A person skilled in the art would understand that this disclosure and below mentioned description may also solve other problems or overcome the other drawbacks/disadvantages of the conventional arts which are not explicitly captured above.
SUMMARY OF THE DISCLOSURE
One or more shortcomings of the conventional system are overcome, and additional advantages are provided through the provision of a mount and a vibration dampening system in the present disclosure.
Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail and are considered a part of the claimed disclosure.
In a non-limiting embodiment of the present disclosure, a method of regulating speed of a electric axle in an electric vehicle is disclosed. The method includes steps of determining by a control unit, an operational state of the vehicle. The control unit is further configured to operate a first clutch in the electric axle for engaging a first gear arrangement with the electric motor, when the operational state of the vehicle is at a first threshold, for traversing the vehicle at a first speed. The control unit is further configured to operate the first clutch for engaging a second gear arrangement with the motor, and for disengaging the first gear arrangement with the motor, when the operational state of the vehicle is at a second threshold, for traversing the vehicle at a second speed. The control unit is further configured to operate the first clutch for engaging the first gear arrangement with the electric motor, and simultaneously disengaging the second gear arrangement with the motor, and simultaneously operating a second clutch for unlocking a ring gear of a planetary gear arrangement, when the operational state of the vehicle is at a third threshold, for traversing the vehicle at a third speed.
In an embodiment, the control unit is configured to simultaneously operate the second clutch to engage and lock the ring gear of the planetary gear arrangement when the first clutch is

operated to engage the first gear arrangement with the electric motor for traversing the vehicle at the first speed.
In an embodiment, the control unit is configured to operate the second clutch to engage and lock the ring gear of the planetary gear arrangement when the first clutch is operated to engage the second gear arrangement with the electric motor for traversing the vehicle at the second speed.
In an embodiment, the control unit is configured to operates the electric axle to a fourth speed by retaining the first clutch to remain engaged with the second gear arrangement with the electric motor.
In an embodiment, the control unit is configured to operate the second clutch for retaining the ring gear of the planetary gear arrangement in the unlocked condition, when the operational state of the vehicle is at a fourth threshold, for traversing the vehicle at the fourth speed.
In an embodiment, the control unit is configured to determine the operational state of the vehicle by determining at least one of a speed of the vehicle, a rotational speed of the motor and position of an accelerator pedal in the vehicle.
In another non-limiting embodiment of the present disclosure, a electric axle of an electric vehicle is disclosed. The electric axle includes a casing and a motor housed in the casing. The electric axle also includes an input shaft rotatably housed in the casing. The input shaft is integrally formed with a motor of the electric vehicle. The electric axle further includes a first gear arrangement to be selectively engageable with the input shaft. The electric axle further includes a second gear arrangement selectively engageable with the input shaft. The electric axle further includes a first clutch and a second clutch. The first clutch is coupled with the first gear arrangement, the second gear arrangement, and the input shaft. The first clutch is selectively operable to engage and disengage the first gear arrangement, and the second gear arrangement with the input shaft. The electric axle further includes a planetary gear arrangement which is coupled with the first gear arrangement and the second gear arrangement. The planetary gear arrangement transmits the rotational movement from one of the first gear arrangement and the second gear arrangement to the final drive gear and the differential assembly of the vehicle. The second clutch coupled to the planetary gear arrangement. The second clutch is selectively operable to lock and unlock a ring gear in the planetary gear

arrangement. The electric axle further includes a control unit which is communicatively coupled with the first clutch and the second clutch. The control unit is configured to determine an operational state of the vehicle. The control unit is further configured to operate a first clutch in the electric axle for engaging a first gear arrangement with the electric motor, when the operational state of the vehicle is at a first threshold, for traversing the vehicle at a first speed. The control unit is further configured to operate the first clutch for engaging a second gear arrangement with the motor, and for disengaging the first gear arrangement with the motor, when the operational state of the vehicle is at a second threshold, for traversing the vehicle at a second speed. The control unit is further configured to operate the first clutch for engaging the first gear arrangement with the electric motor, and simultaneously disengaging the second gear arrangement with the motor, and simultaneously operating a second clutch for unlocking a ring gear of a planetary gear arrangement, when the operational state of the vehicle is at a third threshold, for traversing the vehicle at a third speed. Further, the control unit is configured to operates the electric axle to a fourth speed by retaining the first clutch to remain engaged with the second gear arrangement with the electric motor. The control unit is configured to operate the second clutch for retaining the ring gear of the planetary gear arrangement in the unlocked condition, when the operational state of the vehicle is at a fourth threshold, for traversing the vehicle at the fourth speed.
The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.
BRIEF DESCRIPTION OF THE ACCOMPANYING FIGURES
The novel features and characteristics of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives, and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:
Figure 1 illustrates a perspective view of an electric axle, in accordance with an embodiment of the present disclosure.

Figure 2 illustrates a schematic cut sectional view of the electric axle, in accordance with an embodiment of the present disclosure.
Figure 3 illustrates a flowchart depicting the method of regulating speed of the electric axle in the electric vehicle, in accordance with an embodiment of the present disclosure.
Figure 4 illustrates a schematic view of the electric axle oriented to traverse the vehicle at a first speed, in accordance with an embodiment of the present disclosure.
Figure 5 illustrates a schematic view of the electric axle oriented to traverse the vehicle at a second speed, in accordance with an embodiment of the present disclosure.
Figure 6 illustrates a schematic view of the electric axle oriented to traverse the vehicle at a third speed, in accordance with an embodiment of the present disclosure.
Figure 7 illustrates a schematic view of the electric axle oriented to traverse the vehicle at a fourth speed, in accordance with an embodiment of the present disclosure.
The figure depicts embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the method without departing from the principles of the disclosure described.
DETAILED DESCRIPTION
The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described after which form the subject of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiments disclosed may be readily utilized as a basis for modifying or designing other arrangements for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the spirit and scope of the disclosure. The novel features which are believed to be characteristic of the disclosure, as to its organization, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each

of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.
In the present document, the word “exemplary” is used to mean “serving as an example, instance, or illustration.” Any embodiment or implementation of the present subject matter described as “exemplary” is not necessarily to be construed as preferred or advantageous over other embodiments.
While the disclosure is susceptible to various modifications and alternative forms, specific embodiments thereof have been shown by way of example in the drawings and will be described below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.
The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that an arrangement that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such mechanism. In other words, one or more elements in the arrangement proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the mount and the system.
The following paragraphs describe the present disclosure with reference to Figures 1-6. In the figures, the same element or elements which have the same functions are indicated by the same reference signs. One skilled in the art would appreciate the component disclosed in the claims, maybe any component which may be used in any given system.
Figures 1 and 2 illustrate an electric axle (100) of an electric vehicle. The electric axle (100) of the electric vehicle may be engaged with a control unit (3) in the vehicle. The electric axle (100) may further include a casing (11). The casing (11) may accommodate an input shaft (4). The input shaft (4) may be rotatably coupled with a motor (9) in the vehicle. The input shaft (4) may be rotatably engaged with the motor (9) by a plurality of gears. Further, the motor (9) of the vehicle is rotated/engaged based on actuation of an accelerator pedal, and a shaft of the motor (9) may accordingly rotate. The rotation of the shaft in the motor (9) may cause the input shaft (4) to also rotate along with the shaft of the motor (9).

The electric axle (100) may further include a first gear arrangement (1) and a second gear arrangement (2) that are rotatably coupled with the input shaft (4) of the electric axle (100). In an embodiment, as seen from the Figure 2, the first gear arrangement (1) and the second gear arrangement (2) may be rotatably coupled with the input shaft (4) at either ends of the input shaft (4). The rotation of the input shaft (4) may cause one of the first gear arrangement (1) and the second gear arrangement (2) to rotate. In an embodiment, the first gear arrangement (1) and the second gear arrangement (2) may include a plurality of intermediate gears for reeving the power transmitted from the input shaft (4).
The electric axle (100) may further include a first clutch (10) that is disposed/engaged with the input shaft (4). The first clutch (10) is engageable with one of the first gear arrangement (1) and the second gear arrangement (2). The first clutch (10) may be operable to transmit power from the input shaft (4) to one of the first gear arrangement (1) and the second gear arrangement (2). The first clutch (10) when engaged with the first gear arrangement (1) may transmit power from the input shaft (4) to the first gear arrangement (1) and the second gear arrangement (2) may not receive any power. Further, the first clutch (10) when engaged with the second gear arrangement (2) may transmit power from the input shaft (4) to the second gear arrangement (2) and the first gear arrangement (1) may not receive any power. The first clutch (10) may be communicatively coupled with the control unit (3), where the control unit (3) may selectively operate the first clutch (10) to engage with one of the first gear arrangement (1) and the second gear arrangement (2).
The electric axle (100) may further include a lay shaft (8). The lay shaft (8) may be rotatably coupled with the first gear arrangement (1) and the second gear arrangement (2), as seen in Figures 2 and 3. The lay shaft (8) may be configured to receive the power transmitted from one of the first gear arrangement (1) and the second gear arrangement (2). The electric axle (100) may further include a planetary gear arrangement (5). The planetary gear arrangement (5) may be engaged with the lay shaft (8) and the planetary gear arrangement (5) may be configured to receive the power transmitted from the lay shaft (8). The planetary gear arrangement (5) may include a ring gear (5a), a planet carrier (5b), and a sun gear (5c). In an embodiment, at least one of the gears of the ring gear (5a), the planet carrier (5b), and the sun gear (5c) may be traversed to a locked condition for selectively restricting the power transmitted from the planetary gear arrangement (5). In an embodiment, each of the ring gear (5a), the planet carrier (5b), and the sun gear (5c) may be defined with different gear ratios. Therefore, the power

transmitted from the planetary gear arrangement (5) may be varied by locking at least one of the ring gear (5a), the planet carrier (5b), and the sun gear (5c) of the planetary gear arrangement (5).
The electric axle (100) may further include a second clutch (12). The second clutch (12) may be configured to lock the ring gear (5a) of the planetary gear arrangement (5). The second clutch (12) may be communicatively coupled with the control unit (3) and the second clutch
(12) may be selectively operable by the control unit (3) for locking the ring gear (5a) and
unlocking the ring gear (5a). The planetary gear arrangement (5) with the ring gear (5a) in the
locked condition may cause the power to be transmitted through a planet carrier (5b) of the
planetary gear arrangement (5). Further, the planetary gear arrangement (5) with the ring gear
(5a) in the unlocked condition may transmit power via the planetary gear arrangement (5). In
an embodiment, the control unit (3) may selectively operate the ring gear (5a) of the planetary
gear arrangement (5) between the locked condition and the unlocked condition.
The electric axle (100) may further include a final drive gear (6) that is coupled with the planetary gear arrangement (5). The planetary gear arrangement (5) may be configured to transmit the power to the final drive gear (6). The electric axle (100) may further include a differential assembly (7) that is coupled with the final drive gear (6). The differential assembly (7) may be configured to receive the power from the final drive gear (6). Further, the power from the differential assembly (7) may be further transmitted to the wheels (13) of the vehicle for driving the vehicle. In an embodiment, the above configuration of the electric axle (100) provides an integrated assembly where the generation of power with the motor (9) and the transmission of the same with the gears is conducted by a single integrated unit. In an embodiment, the configuration of the electric axle (100) provides a compact arrangement for the generation and transmission of power.
In an embodiment, the motor (9) may include at least one sensor, which may be communicatively coupled with control unit (3). The at least one sensor from the motor (9) may be configured to transmit signals to the control unit (3) that correspond to rotational speed of the motor (9). In an embodiment, at least one sensor may also be associated with the wheels
(13) of the vehicle. The at least one sensor on the wheels (13) of the vehicle may be
communicatively coupled with the control unit (3) of the vehicle and the at least one sensor
may be configured to transmit signals that correspond to speed of rotation of the wheels (13).
In an embodiment, at least one sensor may also be associated with the lay shaft (8) of the

vehicle. The at least one sensor engaged with the lay shaft (8) of the vehicle may be communicatively coupled with the control unit (3) of the vehicle and the at least one sensor may be configured to transmit signals that correspond to speed of rotation of the wheels (13). The control unit (3) may be configured to receive signals from the at least one sensor in the motor (9), the at least one sensor in the wheels (13) of the vehicle, and the at least one sensor engaged with the lay shaft (8). The control unit (3) may further determine rotational speed of the motor (9), rotational speed of the wheels (13) of the vehicle, and the rotational speed of the lay shaft (8) based on the received signals to operate the electric axle at different speeds.
Figure 3 illustrates a flowchart depicting the method of regulating speed of the electric axle (100) in the electric vehicle. The first block of 101 involves the aspect of determining an operational state of the vehicle. The control unit (3) may be configured to receive signals from the at least one sensor in the motor (9) and the at least one sensor in the wheels (13) of the vehicle. The control unit (3) may further determine the rotational speed of the motor (9) from the at least one sensor in the motor (9). The control unit (3) may also determine the rotational speed of the wheels (13) of the vehicle based on the signals from the at least one sensor in the wheels (13) of the vehicle and may also determine the rotational speed of the lay shaft (8) based on the signals from the at least one sensor engaged with the lay shaft (8). The above determined parameters of the rotational speed of the motor and the rotational speed of the wheel (13) of the vehicle may constitute as operational speed of the vehicle.
The control unit (3) may further compare the determined operational state of the vehicle with a preset threshold values which are pre-fed into the control unit (3). In an embodiment, the control unit (3) may be pre-fed with multiple threshold parameters including but not limited to a first threshold ranging being 0 RPM of the motor (9) and rotational speed of the wheels (13) being 0 KM/hour. The control unit (3) may include a second threshold parameter including the rotational speed of the motor (9) ranging from RPM 790 to 800 RPM and the rotational speed of the wheels (13) ranging from 10 KM/hour to 40 KM/hour. The control unit (3) may include a third threshold parameter including the rotational speed of the motor (9) ranging from RPM 1770 to 1780 RPM and the rotational speed of the wheels (13) ranging from 40 KM/hour to 70 KM/hour. The control unit (3) may include a fourth threshold parameter including the rotational speed of the motor (9) ranging from 960 RPM to 970 RPM and the rotational speed of the wheels (13) ranging from 70 KM/hour to 110 KM/hour.

The control unit (3) may be configured to compare the determined operational state of the vehicle with the pre-fed parameters of the first threshold, the second threshold, the third threshold, and the fourth threshold. The control unit (3) may compare the determined parameters of at least one of the rotational speed of the motor (9) and the rotational speed of the wheel (13) in the vehicle with the above pre-fed parameters of the first threshold, the second threshold, the third threshold, and the fourth threshold.
The block 102 indicates the aspect of operating the first clutch (10) in the electric axle (100) for engaging the first gear arrangement (1) with the electric motor (9) when the operational state of the vehicle is at the first threshold, for traversing the vehicle at a first speed. Figure 4 illustrates a schematic view of the electric axle (100) oriented to traverse the vehicle at a first speed. The control unit (3) may operate the first clutch (10) to engage the first gear arrangement (1) when the control unit determines upon comparison that at least one of the rotational speed of the motor (9) and the rotational speed of the wheel (13) in the vehicle lies within the first threshold range. The control unit (3) may operate the first clutch (10) such that the input shaft
(4) engages with the first gear arrangement (1). Further, the power is transmitted from the motor (9) to the input shaft (4) and is further transferred to the first gear arrangement (1) as the first clutch (10) is engaged with the first gear arrangement (1). The power from the first gear arrangement (1) is further transmitted to the lay shaft (8) and the planetary gear arrangement
(5) coupled with the lay shaft (8). The control unit (3) operates the second clutch (12) to retain the ring gear (5a) in the locked condition when the operational state of the vehicle is at the first threshold. Therefore, the power from the lay shaft (8) is further transmitted through the planet carrier (5b). The power from the planetary gear arrangement (5) is further transmitted to the final drive gear (6) and the differential assembly (7). The power from the differential assembly (7) is further transferred to the wheels (13) of the vehicle and the vehicle traverses at a first speed of 0 KM/hour to 10 KM/hour.
The block 103 indicates the aspect of the control unit (3) operating the first clutch (10) for engaging a second gear arrangement (2) with the motor (9), and for disengaging the first gear arrangement (1) with the motor (9), when the operational state of the vehicle is at a second threshold, for traversing the vehicle at a second speed. Figure 5 illustrates a schematic view of the electric axle (100) oriented to traverse the vehicle at a second speed. The control unit (3) may operate the second clutch (12) to engage the second gear arrangement (2) when the control unit determines upon comparison that at least one of the rotational speed of the motor (9) and

the rotational speed of the wheel (13) in the vehicle lies within the second threshold range. The control unit (3) may operate the first clutch (10) such that the input shaft (4) engages with the second gear arrangement (2) and the input shaft (4) simultaneously disengages with the first gear arrangement (1). Further, the power is transmitted from the motor (9) to the input shaft (4) and is further transferred to the second gear arrangement (2) as the first clutch (10) is engaged with the second gear arrangement (2). The power from the second gear arrangement (2) is further transmitted to the lay shaft (8) and the planetary gear arrangement (5) coupled with the lay shaft (8). The control unit (3) operates the second clutch (12) to retain the ring gear (5a) in the locked condition when the operational state of the vehicle is at the second threshold. The power from the lay shaft (8) is further transmitted through the planet carrier (5b). The power from the planetary gear arrangement (5) is further transmitted to the final drive gear (6) and the differential assembly (7). The power from the differential assembly (7) is further transferred to the wheels (13) of the vehicle and the vehicle traverses at a first speed of 10 KM/hour to 40 KM/hour. In an embodiment, the above configuration and the method of operating the first clutch (10) ensures that the second gear arrangement (2) is engaged with the input shaft (4) while the first gear arrangement is simultaneously disengaged with the input shaft (4). The simultaneous engaging and disengaging of gears in the electric axle (100) enables an improved shifting of gears. Further, the time frame in which the gear shifts from first speed to the second speed is reduced and the delay in gear shift is also reduced.
The block 104 indicates the aspect of the control unit (3) operating the first clutch (10) for engaging the first gear arrangement (1) with the electric motor (9), and simultaneously disengaging the second gear arrangement (2) with the motor (9). The block 104 is also indicative of simultaneously operating the second clutch (12) for unlocking the ring gear (5a) of a planetary gear arrangement (5), when the operational state of the vehicle is at a third threshold, for traversing the vehicle at a third speed. Figure 6 illustrates a schematic view of the electric axle (100) oriented to traverse the vehicle at the third speed. The control unit (3) may operate the first clutch (10) to engage the first gear arrangement (1) when the control unit (3) determines upon comparison that at least one of the rotational speed of the motor (9) and the rotational speed of the wheel (13) in the vehicle lies within the third threshold range. The control unit (3) may operate the first clutch (10) such that the input shaft (4) engages with the first gear arrangement (1) and the input shaft (4) simultaneously disengages with the second gear arrangement (2). The control unit (3) may also operate the ring gear (5a) of the planetary gear arrangement (5) to an unlocked condition when the operational state of the vehicle is at

the third threshold. The control unit (3) may simultaneously operate the first clutch (10) to engage the input shaft (4) with the first gear arrangement (1) and may operate the second clutch (12) to disengage or unlock the ring gear (5a) of the planetary gear arrangement (5). Further, the power is transmitted from the motor (9) to the input shaft (4) and is further transferred to the first gear arrangement (1) as the first clutch (10) is engaged with the first gear arrangement (1). The power from the first gear arrangement (1) is further transmitted to the lay shaft (8) and the planetary gear arrangement (5) coupled with the lay shaft (8). Further, since the ring gear (5a) of the planetary gear arrangement (5) is in the unlocked state, the power form the lay shaft (8) is transmitted to the ring gear (5a) of the planetary gear arrangement (5). The power from the ring gear (5a) of the planetary gear arrangement (5) is further transmitted to the final drive gear (6) and the differential assembly (7). The power from the differential assembly (7) is further transferred to the wheels (13) of the vehicle and the vehicle traverses at a first speed of 40 KM/hour to 70 KM/hour. In an embodiment, the above configuration and the method of operating the first clutch (10) ensures that the first gear arrangement (1) is engaged with the input shaft (4) while the second gear arrangement (2) is simultaneously disengaged with the input shaft (4). Furthermore, the first clutch (10) and the second clutch (12) are simultaneously operated. Therefore, the time frame in which the gear shifts from second speed to the third speed is reduced and the delay in gear shift is also reduced.
The control unit (3) may further operate the electric axle (100) to traverse the vehicle in the fourth speed. The control unit (3) operating the first clutch (10) for engaging the second gear arrangement (2) with the electric motor (9), and simultaneously disengaging the first gear arrangement (1) with the motor (9). The control unit (3) may also simultaneously operate the second clutch (12) for retaining the ring gear (5a) of a planetary gear arrangement (5) in the unlocked condition, when the operational state of the vehicle is at a fourth threshold, for traversing the vehicle at the fourth speed. Figure 7 illustrates a schematic view of the electric axle (100) oriented to traverse the vehicle at the fourth speed. The control unit (3) may operate the first clutch (10) to engage the second gear arrangement (2) when the control unit (3) determines upon comparison that at least one of the rotational speed of the motor (9) and the rotational speed of the wheel (13) in the vehicle lies within the fourth threshold range. The control unit (3) may operate the first clutch (10) such that the input shaft (4) engages with the second gear arrangement (2) and the input shaft (4) simultaneously disengages with the first gear arrangement (1). The control unit (3) may also operate the ring gear (5a) of the planetary gear arrangement (5) and retain the ring gear (5a) in the unlocked condition when the

operational state of the vehicle is at the fourth threshold. The control unit (3) may simultaneously operate the first clutch (10) to engage the input shaft (4) with the second gear arrangement (2) and may operate the second clutch (12) to disengage or unlock the ring gear (5a) of the planetary gear arrangement (5). Further, the power is transmitted from the motor (9) to the input shaft (4) and is further transferred to the second gear arrangement (2) as the first clutch (10) is engaged with the second gear arrangement (2). The power from the second gear arrangement (2) is further transmitted to the lay shaft (8) and the planetary gear arrangement (5) coupled with the lay shaft (8). Further, since the ring gear (5a) of the planetary gear arrangement (5) is in the unlocked state, the power form the lay shaft (8) is transmitted to the ring gear (5a) of the planetary gear arrangement (5). The power from the ring gear (5a) of the planetary gear arrangement (5) is further transmitted to the final drive gear (6) and the differential assembly (7). The power from the differential assembly (7) is further transferred to the wheels (13) of the vehicle and the vehicle traverses at a first speed of 70 KM/hour to 110 KM/hour. In an embodiment, the above configuration, and the method of operating the first clutch (10) ensures that the second gear arrangement (2) is engaged with the input shaft (4) while the first gear arrangement (1) is simultaneously disengaged with the input shaft (4). Furthermore, the first clutch (10) and the second clutch (12) are simultaneously operated. Therefore, the time frame in which the gear shifts from third speed to the fourth speed is reduced and the delay in gear shift is also reduced.
Equivalents
With respect to the use of substantially any plural and/or singular terms, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth for sake of clarity.
It will be understood by those within the art that, in general, terms used, are generally intended as "open" terms (e.g., the term "including" should be interpreted as "including but not limited to," the term "having" should be interpreted as "having at least," the term "includes" should be interpreted as "includes but is not limited to," etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding the description may contain usage of the introductory phrases "at least one" and "one or more" to introduce claim recitations. However,

the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles "a" or "an" limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases "one or more" or "at least one" and indefinite articles such as "a" or "an" (e.g., "a" and/or "an" should typically be interpreted to mean "at least one" or "one or more"); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of "two recitations," without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to "at least one of A, B, and C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, and C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to "at least one of A, B, or C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, or C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase "A or B" will be understood to include the possibilities of "A" or "B" or "A and B."
While various aspects and embodiments have been disclosed, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated in the description.
Referral numeral:

Referral numeral Description
1 First gear arrangement

2
Second gear arrangement
3 Control unit
4 Input shaft
5 Planetary gear arrangement
5a Ring gear
5b Planet carrier
5c Sun gear
6 final drive gear
7 Differential assembly
8 Lay shaft
9 Motor
10 First clutch
11 Casing
12 Second clutch
13 Wheel
100 Electric axle

We Claim:
1. A method of regulating speed of a electric axle (100) in an electric vehicle, the method
comprising:
determining by a control unit (3), an operational state of the vehicle;
operating by the control unit (3), a first clutch (10) in the electric axle (100) for engaging a first gear arrangement (1) with the electric motor (9), when the operational state of the vehicle is at a first threshold, for traversing the vehicle at a first speed;
operating by the control unit (3), the first clutch (10) for engaging a second gear arrangement (2) with the motor (9), and for disengaging the first gear arrangement (1) with the motor (9), when the operational state of the vehicle is at a second threshold, for traversing the vehicle at a second speed;
operating by the control unit (3), the first clutch (10) for engaging the first gear arrangement (1) with the electric motor (9), and simultaneously disengaging the second gear arrangement (2) with the motor (9), and simultaneously operating a second clutch (12) for unlocking a ring gear of a planetary gear arrangement (5), when the operational state of the vehicle is at a third threshold, for traversing the vehicle at a third speed.
2. The method as claimed in claim 1, wherein the control unit (3) simultaneously operates the second clutch (12) to engage and lock the ring gear (5a) of the planetary gear arrangement (5) when the first clutch (10) is operated to engage the first gear arrangement (1) with the electric motor (9) for traversing the vehicle at the first speed.
3. The method as claimed in claim 1, wherein the control unit (3) operates the second clutch (12) to engage and lock the ring gear of the planetary gear arrangement (5) when the first clutch (10) is operated to engage the second gear arrangement (2) with the electric motor (9) for traversing the vehicle at the second speed.
4. The method as claimed in claim 1, wherein the control unit (3) operates the electric axle (100) to a fourth speed by operating the first clutch (10) for engaging the second gear arrangement (2) with the electric motor (9), and simultaneously disengaging the first gear arrangement (1) with the motor (9).
5. The method as claimed in claim 4, wherein the control unit (3) operates the second clutch (12) for unlocking the ring gear of the planetary gear arrangement (5), along with

the first clutch (10) when the operational state of the vehicle is at a fourth threshold, for traversing the vehicle at the fourth speed.
6. The method as claimed in claim 1, wherein the control unit (3) determines the operational state of the vehicle by determining at least one of a speed of the vehicle, a rotational speed of the motor (9) and position of an accelerator pedal in the vehicle.
7. A electric axle (100) of an electric vehicle, the electric axle (100) comprising:
a casing (11);
a motor (9) housed in the casing (11);
an input shaft (4) rotatably housed in the casing (11) and coupled with a motor (9) of the electric vehicle;
a first gear arrangement (1) selectively engageable with the input shaft (4);
a second gear arrangement (2) selectively engageable with the input shaft (4);
a first clutch (10) coupled with the first gear arrangement (1), the second gear arrangement, and the input shaft (4), wherein the first clutch (10) is selectively operable to engage and disengage the first gear arrangement (1), and the second gear arrangement (2) with the input shaft (4);
a planetary gear arrangement (5) coupled with the first gear arrangement (1) and the second gear arrangement (2), the planetary gear arrangement (5) transmits the rotational movement from one of the first gear arrangement (1) and the second gear arrangement (2) to final drive gear (6) of the vehicle;
a second clutch (12) coupled to the planetary gear arrangement (5), wherein the second clutch (12) is selectively operable to lock and unlock a ring gear in the planetary gear arrangement (5);
a control unit (3) communicatively coupled with the first clutch (10), and the second clutch (12), wherein the control unit (3) is configured to: determining an operational state of the vehicle; operating a first clutch (10) in the electric axle (100) for engaging a first
gear arrangement (1) with the electric motor (9), when the operational state of
the vehicle is at a first threshold, for traversing the vehicle at a first speed;
operating the first clutch (10) for engaging a second gear arrangement
(2) with the motor (9), and for disengaging the first gear arrangement (1) with

the motor (9), when the operational state of the vehicle is at a second threshold, for traversing the vehicle at a second speed;
operating the first clutch (10) for engaging the first gear arrangement (1) with the electric motor (9), and simultaneously disengaging the second gear arrangement (2) with the motor (9), and simultaneously operating a second clutch (12) for unlocking a ring gear of a planetary gear arrangement (5), when the operational state of the vehicle is at a third threshold, for traversing the vehicle at a third speed.