FORM – 2
THE PATENTS ACT, 1970
(39 of 1970)
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
(See section 10 and rule 13)
DRIVELINE CONFIGURATION SYSTEM TO IMPROVE FUEL
EFFICIENCY AND COAST DOWN PERFORMANCE OF A VEHICLE
Applicant(s):
VE COMMERCIAL VEHICLES LTD
102, INDUSTRIAL AREA 1, PITHAMPUR- 454775, DIST. DHAR, MP, INDIA
Inventors:
Mr. Sonu Shankar Gupta
Yugal Kishor Garg
The following specification particularly describes the invention and the manner
in which it is to be performed.
2
DRIVELINE CONFIGURATION SYSTEM TO IMPROVE FUEL
EFFICIENCY AND COAST DOWN PERFORMANCE OF A VEHICLE
FIELD OF THE DISCLOSURE
[0001] The present invention relates generally to the field of automotive vehicle5
architecture and powertrain systems, and more particularly to a driveline configuration
system to improve fuel efficiency and coast down performance of a vehicle.
BACKGROUND OF THE INVENTION
[0002] The subject matter discussed in the background section should not be assumed10
to be prior art merely as a result of its mention in the background section. Similarly, a
problem mentioned in the background section or associated with the subject matter of
the background section should not be assumed to have been previously recognized in
the prior art. The subject matter in the background section merely represents different
approaches, which in and of themselves may also correspond to implementations of the15
claimed technology.
[0003] Improving fuel efficiency and coast-down performance has become a critical
objective in modern vehicle design due to increasing fuel costs, stringent emission
norms, and customer demand for economical operation. Vehicles are typically
evaluated under various loading conditions, including Gross Vehicle Weight (GVW),20
partial load, and unladen states, to assess real-world performance. In many conventional
vehicle architectures, inadequate driveline alignment and higher rolling resistance
contribute to excessive energy losses, leading to inferior fuel economy and reduced
coast-down distance when compared with competitive models. Such performance
limitations not only affect operational efficiency but may also result in higher lifecycle25
costs, reduced customer satisfaction, and increased risk of field performance issues.
3
[0004] Traditionally, efforts to address these shortcomings have focused on multiple
driveline configuration trials, such as altering gear ratios or axle ratios, as well as engine
calibration changes aimed at optimizing engine power and torque delivery. While these
approaches may produce incremental improvements, they typically require extensive
engineering effort, increased development cost, and longer validation cycles.5
Furthermore, in certain vehicle platforms, even repeated iterations of conventional
driveline and engine optimization strategies have failed to achieve the desired fuel
efficiency targets, and coast-down performance has remained below acceptable levels.
Therefore, there is need for a more effective, low-cost, and structurally integrated
solution that directly addresses underlying mechanical and geometric inefficiencies in10
the vehicle architecture.
[0005] According to the patent application number “CN222451884U” titled “plate
spring suspension system and vehicle”, discloses a plate spring base, a plate spring
suspension system and a vehicle, and belongs to the technical field of plate spring
suspension systems, the plate spring base is used for being installed between an axle15
and a plate spring of the vehicle, and the plate spring base is prepared from polyamide
and comprises a first installation face and a second installation face, the second
mounting slope is used for being arranged on the side, facing the plate spring, of the
plate spring base, the ends, close to each other, of the first mounting face and the second
mounting slope form the thin end of the plate spring base, and the thin end is arranged20
in the vehicle advancing direction. The plate spring base is made of polyamide
materials, light weight is achieved, meanwhile, the included angle is formed between
the first installation face and the second installation inclined face, the thin end of the
plate spring base is arranged towards the advancing direction of a vehicle, the caster
angle of a main pin is guaranteed, and the plate spring base is used for resetting wheels25
and improving the stability of linear driving; steering force applied to the steering wheel
by a driver is reduced, and vehicle driving stability is improved. However, the
reference does not disclose about nose-up adjustment of the vehicle fronts to improve
4
aerodynamic flow and reduce rolling resistance, center bearing height optimization
and Integration of production data set parameters to refine driveline configuration.
[0006] According to another patent application number “US8646566B1” titled
“Remote manual driveshaft center bearing height adjustment mechanisms”, discloses a
manual height-adjustment mechanism (MHAM) for a vehicle driveshaft, includes a5
movable bracket assembly configured to attach to the driveshaft and a vehicle cross-
member; and a user input device remotely located with respect to the movable bracket
assembly, configured to control the movable bracket assembly. However, the reference
does not disclose about nose-up adjustment of the vehicle fronts to improve
aerodynamic flow and reduce rolling resistance, center bearing height optimization10
and Integration of production data set parameters to refine driveline configuration.
[0007] The prior art solutions fail to address the combined aerodynamic and driveline
efficiency improvements achieved by the present invention. The Chinese patent
CN222451884U focuses on a plate spring base for suspension geometry and steering
stability, but does not disclose any modification related to nose-up vehicle attitude,15
reduction of rolling resistance, or optimization of propeller shaft alignment for fuel
efficiency improvement. Likewise, US8646566B1 relates to a manually adjustable
driveshaft center bearing mechanism intended primarily for serviceability and
positional adjustment, rather than for production-level geometric optimization aimed at
reducing parasitic driveline losses. Neither prior art teaches or suggests the integrated20
approach of combining a controlled nose-up geometry, a precisely dimensioned center
bearing height spacer, and the application of production data set parameters to refine
driveline configuration. Consequently, the prior art does not provide a cost-effective,
structurally integrated, and data-driven solution capable of simultaneously enhancing
fuel efficiency and coast-down performance under varied vehicle loading conditions,25
as achieved by the present invention.
OBJECTIVES OF THE INVENTION
5
[0008] An objective of the invention is to provide a driveline configuration system to
improve fuel efficiency and coast down performance of a vehicle.
[0009] Furthermore, the objective of the invention is to provide a method for enhancing
fuel efficiency and coast-down performance in a production vehicle.
[0010] An objective of the invention is to provide a driveline configuration system that5
introduces a controlled nose-up vehicle geometry adjustment that improves underbody
aerodynamic flow and reduces rolling resistance, thereby lowering overall energy
consumption during vehicle operation.
[0011] Furthermore, the objective of invention is to provide a driveline configuration
system that provide a center bearing height optimization arrangement that corrects10
propeller shaft angular alignment, minimizes vibration-induced losses, and reduces
parasitic energy dissipation within the driveline.
[0012] Furthermore, the objective of the present invention is to integrate production
data set parameters for refining driveline configuration, torque delivery characteristics,
and alignment settings to achieve data-driven performance optimization.15
SUMMARY
[0013] The invention relates to a driveline configuration system to improve fuel
efficiency and coast down performance of a vehicle.
[0014] According to an aspect, a driveline configuration system to improve fuel
efficiency and coast down performance of a vehicle. The system comprises a vehicle20
chassis having a front portion and a rear portion. Further, a driveline assembly including
a propeller shaft arrangement having at least a first, second, and third shaft section
connected through a center bearing support. Further, a nose-up geometry adjustment
element comprising a solid structural block of height between 55 mm and 60 mm
installed at a front mounting interface of the vehicle to elevate a front ride height and25
thereby improve aerodynamic flow and reduce rolling resistance. Further, a center
6
bearing height adjustment spacer comprising a sheet or plate of thickness between 15
mm and 18 mm positioned between the second and third propeller shaft sections at the
center bearing support to optimize driveline angular alignment and reduce parasitic
energy losses. Further, a production data set–based driveline optimization module
operationally coupled to the ECU of the vehicle, configured to apply stored vehicle5
production parameters to refine driveline alignment, torque transmission
characteristics, and rotational efficiency. Further, the combined geometric and data-
driven modifications produce measurable improvements in fuel efficiency and coast-
down performance without requiring structural redesign of the vehicle chassis or
replacement of primary driveline components.10
[0015] According to another aspect, method for enhancing fuel efficiency and coast-
down performance in a production vehicle. Further, the method comprises a steps of
elevating a front portion of the vehicle by installing a nose-up geometry adjustment
element having a height of 55–60 mm to create a controlled nose-up vehicle attitude.
Further, increasing a center bearing mounting height by inserting a center bearing15
height adjustment spacer of 15–18 mm thickness between adjacent propeller shaft
sections to improve driveline alignment. Further, applying a production data set
containing vehicle configuration and performance parameters to tune driveline
geometry and torque transfer characteristics. Further, the method reduces rolling
resistance and driveline losses, thereby improving fuel efficiency and coast-down20
characteristics under multiple vehicle loading conditions.
BRIEF DESCRIPTION OF THE DRAWINGS
[0016] The accompanying drawings illustrate the embodiment of the system. Any
person with ordinary skills in the art will appreciate that the illustrated element
boundaries (e.g., boxes, groups of boxes, or other shapes) in the figures represent one25
example of the boundaries. It may be that in some examples one element may be
designed as multiple elements or that multiple elements may be designed as one
element. In some examples, an element shown as an internal component of one element
7
may be implemented as an external component in another, and vice versa. Furthermore,
elements may not be drawn to scale. Non-limiting and non-exhaustive descriptions are
described with reference to the following drawings. The components in the figures are
not necessarily to scale, emphasis instead being placed upon illustrating principles.
[0017] FIG. 1 illustrates an isometric view of a driveline configuration system to5
improve fuel efficiency and coast down performance of a vehicle, according to an
embodiment of the present invention;
[0018] FIG. 2 illustrates a front view of the driveline configuration system to improve
fuel efficiency and coast down performance of a vehicle, according to an embodiment
of the present invention; and10
[0019] FIG. 3 illustrates a flow chart of a method for enhancing fuel efficiency and
coast-down performance in a production vehicle, according to an embodiment of the
present invention.
8
DETAILED DESCRIPTION OF THE INVENTION
[0021] Some embodiments of this disclosure, illustrating all its features, will now be
discussed in detail. The words “comprising,” “having,” “containing,” and “including,”
and other forms thereof, are intended to be equivalent in meaning and be open ended in
that an item or items following any one of these words is not meant to be an exhaustive5
listing of such item or items or meant to be limited to only the listed item or items. It
must also be noted that as used herein and in the appended claims, the singular forms
“a,” “an,” and “the” include plural references unless the context clearly dictates
otherwise.
[0022] Although any systems and methods similar or equivalent to those described10
herein can be used in the practice or testing of embodiments of the present disclosure,
the preferred, systems and methods are now described. Embodiments of the present
disclosure will be described more fully hereinafter with reference to the accompanying
drawings in which like numerals represent like elements throughout the several figures,
and in which example embodiments are shown. Embodiments of the claims may,15
however, be embodied in many different forms and should not be construed as limited
to the embodiments set forth herein. The examples set forth herein are non-limiting
examples and are merely examples among other possible examples.
[0023] The present invention discloses a driveline configuration system to improve fuel
efficiency and coast down performance of a vehicle.20
[0024] FIG. 1 illustrates an isometric view of a driveline configuration system (100) to
improve fuel efficiency and coast down performance of a vehicle, according to an
embodiment of the present invention. FIG. 2 illustrates a front view of the driveline
configuration system (100) to improve fuel efficiency and coast down performance of
a vehicle, according to an embodiment of the present invention.25
[0025] In some embodiments, the driveline configuration system (100) comprises
vehicle chassis having a front portion and a rear portion, a Bump stopper (102)
including a leaf spring (104) having at least a first, second, and third shaft section
9
connected through a shock absorber plate (106), a fixed block (110) installed between
caster plate and front leaf spring, a spacer assembly (108) positioned between centre
bearing mounting and cross member.
[0026] In some embodiments, the driveline configuration system (100) is configured to
improve the fuel efficiency and coast-down performance of a vehicle through optimized5
mechanical alignment and vehicle geometry. The system (100) incorporates targeted
adjustments to the driveline layout and supporting structure to minimize parasitic
energy losses, reduce rolling resistance, and enhance the efficiency of torque
transmission from the power source to the driven axle. By refining the interaction
between vehicle architecture and driveline components, the system (100) enables10
improved operational efficiency under various loading conditions without requiring
major redesign of primary vehicle systems.
[0027] In some embodiments, the vehicle chassis having the front portion and the rear
portion forms the primary load-bearing structural framework of the vehicle configured
to support and integrate major components such as the engine, transmission,15
suspension, and body structure. The front portion accommodates the powertrain,
steering system, and front suspension assemblies. Further, the rear portion supports the
rear suspension, axle, and associated drivetrain components. Together, the first portion
and the rear portion maintain structural rigidity, distribute operational loads, and
provide mounting interfaces for various mechanical systems, ensuring overall vehicle20
stability, alignment, and safe performance during operation.
[0028] In some embodiments, the Bump stopper (102) including the leaf spring (104)
having at least the first, second, and third shaft section connected through the shock
absorber plate (106) refers to a multi-piece rotating shaft system that transmits torque
from the transmission output to the driven axle. The segmented shaft design allows25
accommodation of vehicle length, suspension movement, and angular variations
between components. The shock absorber plate (106) provides intermediate structural
support to the propeller shaft, maintaining proper alignment, reducing vibration, and
10
preventing excessive shaft deflection during rotation. The configuration ensures smooth
power transfer, improved durability of driveline components, and stable operation
under varying load and road conditions.
[0029] In some embodiments, the fixed block (110) comprising a solid structural block
of height between 55 mm and 60 mm installed at the front mounting interface of the5
vehicle to elevate a front ride height to improve aerodynamic flow and reduce rolling
resistance refers to a rigid load-bearing spacer integrated between the front chassis
mounting point and the associated suspension or subframe interface.
[0030] In some embodiments, the solid structural block is manufactured from a high-
strength structural material capable of withstanding static and dynamic vehicle loads10
without deformation and is secured using existing fastening provisions to maintain
structural integrity. By increasing the front ride height within the specified range, the
fixed block (110) creates a controlled nose-up vehicle attitude that alters the underbody
airflow trajectory, reduces aerodynamic stagnation at the front underfloor region, and
promotes smoother air passage along the vehicle underside. The geometric adjustment15
also contributes to optimized load distribution and reduced tire rolling resistance under
operational conditions to support improved fuel efficiency and coast-down performance
without requiring redesign of primary suspension or chassis components.
[0031] In some embodiments, the spacer assembly (108) comprising the sheet or plate
of thickness between 15 mm and 18 mm positioned between the second propeller shaft20
section and third propeller shaft section at the shock absorber plate (106) to optimize
driveline angular alignment and reduce parasitic energy losses refers to a precision-
engineered structural insert mounted between the center bearing bracket and the vehicle
cross-member. The spacer assembly (108) is formed from a high-strength metallic or
composite material capable of sustaining cyclic loads, torsional vibrations, and thermal25
variations encountered during vehicle operation. By elevating the center bearing within
the specified thickness range, the spacer assembly (108) corrects the operating angles
of the adjacent universal joints, bringing the propeller shaft sections into improved
11
collinearity and reducing angular misalignment. The alignment minimizes secondary
vibrations, frictional losses within the universal joints and splined connections, and
bending stresses along the rotating shaft, thereby enhancing torque transmission
efficiency, reducing wear of driveline components, and contributing to improved fuel
efficiency and coast-down performance without altering the primary driveline layout.5
[0032] In an another embodiment, a production data set–based driveline optimization
module operationally coupled to the ECU of the vehicle. A production data set–based
driveline optimization module operationally coupled to the ECU of the vehicle utilizes
pre-calibrated vehicle production parameters to refine driveline performance
characteristics in coordination with electronic control functions. The pre-calibrated10
vehicle production parameters comprise at least one of vehicle mass distribution data,
suspension geometry data, driveline angularity limits, and torque delivery parameters.
[0033] The production data set–based driveline optimization module is configured to
receive and process the stored data sets that may include vehicle mass distribution,
drivetrain geometry, torque maps, rotational speed ranges, and alignment tolerances,15
and communicates with the ECU to support optimized torque delivery, shift behavior,
and load response. By correlating mechanical driveline configuration with electronic
control strategies, the production data set–based driveline optimization module
configured to provide physical alignment improvements achieved through geometric
and data-driven modifications operate within optimal efficiency ranges in order to20
reduce parasitic losses, improve power transmission smoothness, and enhance overall
fuel efficiency and coast-down performance under real-world operating conditions.
[0034] In some embodiments, the fuel efficiency improvements are achieved through
the combined mechanical and geometric optimization introduced by the present
invention. The modifications result in fuel efficiency improvements of at least 5% (i.e.,25
5.2%) at gross vehicle weight (GVW), at least 4% (i.e., 4.1%) under partial load, and
at least 6% (i.e., 6.5%) in unladen condition by reducing the energy losses that occur
during vehicle motion. The gains are achieved through the combined effect of a
12
controlled nose-up geometry adjustment and optimized center bearing height, together
improve aerodynamic flow beneath the vehicle and minimize driveline angular
misalignment. The improved airflow reduces aerodynamic drag and rolling resistance,
while the corrected propeller shaft alignment lowers frictional losses, vibration, and
rotational resistance within universal joints and support bearings. The greater5
proportion of engine output is converted into useful propulsion by decreasing these
parasitic losses across different load states, thereby delivering consistent and
measurable improvements in fuel efficiency under GVW, partial load, and unladen
operating conditions.
[0035] In some embodiments, the coast-down performance is improved by at least 10%10
(i.e., 14%) in in-gear condition and at least 5% (i.e., 7%) in neutral condition compared
to a baseline vehicle due to the reduction of resistive forces acting on the vehicle during
free-rolling motion. Further, the baseline vehicle performance of –8.8% (in-gear) and –
6.39% (neutral). The nose-up geometry adjustment enhances underbody aerodynamic
flow and lowers drag, while also contributing to reduced rolling resistance.15
Simultaneously, the optimized center bearing height improves propeller shaft
alignment, which decreases internal driveline friction, vibration, and rotational losses.
In the in-gear condition, where the driveline components remain mechanically engaged,
the reduction in parasitic drivetrain losses significantly extends the distance or time the
vehicle may be coast. In neutral condition, although driveline engagement losses are20
minimized, the aerodynamic and rolling resistance reductions still provide measurable
gains. Together, the improvements enable the vehicle to decelerate more slowly under
its own momentum, thereby demonstrating enhanced coast-down performance relative
to the baseline configuration.
[0036] In some embodiments, the driveline configuration system (100) is compatible25
with existing chassis, suspension, braking, and steering systems without requiring
redesign means that the introduced fixed block (110) and the spacer assembly (108) are
dimensioned and positioned to integrate within the vehicle’s original mounting
13
interfaces and structural tolerances. The components do not alter the fundamental
layout, load paths, or operating principles of the chassis or associated subsystems. The
suspension kinematics, braking alignment, steering geometry, and safety-critical
mounting points remain within their designed operational ranges, ensuring that vehicle
handling, braking performance, and steering response are not adversely affected. As a5
result, the modifications may be implemented using existing hardware architecture and
assembly processes, enabling performance improvements without necessitating re-
engineering of primary vehicle systems.
[0037] FIG. 3 illustrates a flow chart of a method (300) for enhancing fuel efficiency
and coast-down performance in a production vehicle, according to an embodiment of10
the present invention.
[0038] At step 302, a front portion of the vehicle is elevated by installing the fixed
block (110) having a height of 55–60 mm to create the controlled nose-up vehicle
attitude. The front portion of the vehicle is elevated by installing the fixed block (110)
having a height of 55–60 mm to create the controlled nose-up vehicle attitude, which15
slightly increases the front ride height relative to the rear. The controlled elevation is
achieved by placing the solid structural block at the designated front mounting interface
to alter the vehicle’s longitudinal stance without modifying the primary suspension
architecture. The resulting nose-up attitude improves the airflow path beneath the
vehicle by reducing underbody turbulence and stagnation zones, which helps lower20
aerodynamic drag.
[0039] At step 304, the center bearing mounting height is increased by inserting the
spacer assembly (108) of 15–18 mm thickness between adjacent propeller shaft sections
to improve driveline alignment. The spacer assembly (108) comprising the sheet or
plate of thickness between 15 mm and 18 mm positioned between the second propeller25
shaft section and third propeller shaft section at the shock absorber plate (106) to
optimize driveline angular alignment and reduce parasitic energy losses refers to a
14
precision-engineered structural insert mounted between the center bearing bracket and
the vehicle cross-member.
[0040] At step 306, applying a production data set containing vehicle configuration and
performance parameters, via production data set–based driveline optimization module
to tune driveline geometry and torque transfer characteristics. The production data set–5
based driveline optimization module is configured to receive and process the stored
data sets that may include vehicle mass distribution, drivetrain geometry, torque maps,
rotational speed ranges, and alignment tolerances, and communicates with the ECU to
support optimized torque delivery, shift behavior, and load response. By correlating
mechanical driveline configuration with electronic control strategies, the production10
data set–based driveline optimization module configured to provide physical alignment
improvements achieved through geometric and data-driven modifications operate
within optimal efficiency ranges in order to reduce parasitic losses, improve power
transmission smoothness, and enhance overall fuel efficiency and coast-down
performance under real-world operating conditions. Further, the method reduces rolling15
resistance and driveline losses, thereby improving fuel efficiency and coast-down
characteristics under multiple vehicle loading conditions.
[0041] The present invention is applicable in the design and optimization of production
vehicles where improved fuel efficiency and enhanced coast-down performance are
required without major structural redesign. By implementing the controlled nose-up20
geometry adjustment and the center bearing height correction, the present invention
may be integrated into existing vehicle platforms to reduce aerodynamic drag, rolling
resistance, and driveline energy losses. The addition of production data set based
optimization further refines driveline alignment and torque transmission characteristics,
ensuring that mechanical improvements operate in coordination with vehicle control25
systems.
[0042] The present invention is particularly useful for commercial vehicles, passenger
vehicles, and multi-axle platforms operating under varying load conditions such as
15
GVW, partial load, and unladen states. The present invention may be implemented both
in new production models and as an upgrade strategy in ongoing vehicle programs as
modifications are minimal, cost-effective, and compatible with existing chassis,
suspension, braking, and steering systems. The resulting improvements in fuel economy
and coast-down performance, achieved inherently through vehicle design rather than5
driver behavior, provide manufacturers with a practical means to enhance vehicle
efficiency, durability, and competitive market performance while reducing the
likelihood of future field-related efficiency degradation.
[0043] It has thus been seen the driveline configuration system (100) to improve fuel
efficiency and coast down performance of a vehicle as described. The driveline10
configuration system (100) to improve fuel efficiency and coast down performance of
a vehicle in any case could undergo numerous modifications and variants, all of which
are covered by the same innovative concept; moreover, all of the details can be replaced
by technically equivalent elements. In practice, the components used, as well as the
numbers, shapes, and sizes of the components can be whatever according to the15
technical requirements. The scope of protection of the invention is therefore defined by
the attached claims.

Claims

1. A driveline configuration system (100) to improve fuel efficiency and coast
down performance of a vehicle, the system (100) comprising:5
a vehicle chassis having a front portion and a rear portion;
a Bump stopper (102) including a leaf spring (104) having at least a
first, second, and third shaft section connected through a shock absorber plate
(106);
a fixed block (110) comprising a solid structural block of height10
between 55 mm and 60 mm installed at a front mounting interface of the vehicle
to elevate a front ride height and thereby improve aerodynamic flow and reduce
rolling resistance;
a spacer assembly (108) comprising a sheet or plate of thickness
between 15 mm and 18 mm positioned between the second and third propeller15
shaft sections at the shock absorber plate (106) to optimize driveline angular
alignment and reduce parasitic energy losses; and
a production data set–based driveline optimization module
operationally coupled to the ECU of the vehicle, configured to apply stored
vehicle production parameters to refine driveline alignment, torque20
transmission characteristics, and rotational efficiency,
wherein the combined geometric and data-driven modifications produce
measurable improvements in fuel efficiency and coast-down performance
without requiring structural redesign of the vehicle chassis or replacement of
primary driveline components.25
2. The driveline configuration system (100) to improve fuel efficiency and coast
down performance of a vehicle as claimed in claim 1, wherein the fixed block
(110) improves underbody airflow distribution and reduces aerodynamic drag
acting on the vehicle front.5
3. The driveline configuration system (100) to improve fuel efficiency and coast
down performance of a vehicle as claimed in claim 1, wherein the spacer
assembly (108) is configured to reduce angular misalignment between propeller
shaft sections and minimizes vibration-induced energy loss.
4. The driveline configuration system (100) to improve fuel efficiency and coast10
down performance of a vehicle as claimed in claim 1, wherein the production
data set includes at least one of vehicle mass distribution data, suspension
geometry data, driveline angularity limits, and torque delivery parameters.
5. The driveline configuration system (100) to improve fuel efficiency and coast
down performance of a vehicle as claimed in claim 1, wherein the modifications15
result in fuel efficiency improvements of at least 5% at gross vehicle weight
(GVW), fuel efficiency improvements of at least 4% under partial load, fuel
efficiency improvements of at least 6% in unladen condition.
6. The driveline configuration system (100) to improve fuel efficiency and coast
down performance of a vehicle as claimed in claim 1, wherein coast-down20
performance is improved by at least 10% in in-gear condition compared to a
baseline vehicle and coast-down performance is improved by at least 5% in
neutral condition compared to a baseline vehicle.
7. The driveline configuration system (100) to improve fuel efficiency and coast
down performance of a vehicle as claimed in claim 1, wherein the geometric25
modifications are compatible with existing chassis, suspension, braking, and
steering systems without requiring redesign.
8. A method (300) for enhancing fuel efficiency and coast-down performance in
a production vehicle, comprising the steps of:5
elevating a front portion of the vehicle by installing a fixed block (110)
having a height of 55–60 mm to create a controlled nose-up vehicle attitude;
increasing a center bearing mounting height by inserting a spacer
assembly (108) of 15–18 mm thickness between adjacent propeller shaft
sections to improve driveline alignment; and10
applying a production data set containing vehicle configuration and
performance parameters, via a production data set–based driveline optimization
module, to tune driveline geometry and torque transfer characteristics,
wherein the method reduces rolling resistance and driveline losses,
thereby improving fuel efficiency and coast-down characteristics under15
multiple vehicle loading conditions.