FORM 2
THE PATENTS ACT 1970
[39 OF 1970]
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See section 10; rule 13]
TITLE: “A DRIVETRAIN FOR CONNECTING AN ELECTRIC MOTOR AND A
TRANSMISSION OF A VEHICLE”
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, in general, relates to a field of automobiles. Particularly, but not exclusively, the present disclosure relates to a powertrain of a vehicle. Further, embodiments of the present disclosure discloses a drivetrain for connecting an electric motor and a transmission of the vehicle.
BACKGROUND OF THE DISCLOSURE
Hybrid vehicles typically include multiple prime movers including but not limited to internal combustion (IC) engines and electric motors. Generally, multiple prime movers are operated to drive the hybrid vehicle in different operating conditions and different drive modes, namely, IC engine mode, electric mode and hybrid mode where the vehicle is driven by both the IC engine and the electric motor. Generally, the hybrid vehicles are incorporated with a powertrain where a transmission of the vehicle is coupled to both the IC engine and the electric motor for transmitting torque to the wheels. Conventionally, the IC engine is coupled to the transmission via an output shaft, a flywheel and a clutch. Further, the electric motor is connected to the transmission via a gear drive and sometimes can also include a clutch to selectively transmit torque from the electric motor to the transmission of the vehicle.
With advancement in technology, the vehicles are required to travel smoothly at high speeds and with low noise, vibration and harshness (NVH) levels. However, the chain drive or the gear drive employed for transmitting torque from the electric motor to the transmission of the vehicle experiences drawbacks in view of the transmission speed and the NVH levels. For example, the chain drive employed in the hybrid powertrain does not cater to higher reduction ratios due to chain speed constraint, which results in decreased maximum speed of the vehicle. Further, employment of gear drive to transmit torque from the electric motor to the transmission of the vehicle results in complex, large and bulky arrangement due to large number of components and also results in high NVH levels which may be caused due to meshing of gears and gear rattle during no load hybrid operation at high vehicle speed, which is undesired.
Present disclosure is directed to overcome one or more limitations stated above or any other limitations associated with the known arts.
SUMMARY OF THE DISCLOSURE
One or more shortcomings of the prior art are overcome by a drivetrain and a powertrain as claimed and additional advantages are provided through the drivetrain and the powertrain as claimed 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 herein and are considered a part of the claimed disclosure.
In one non-limiting embodiment of the present disclosure, a drivetrain for connecting an electric motor and a transmission of a vehicle is disclosed. The drivetrain includes at least one first gear which is coupled to an output shaft of the electric motor. Further, the drivetrain includes at least one second gear meshingly coupled with the at least one first gear. Additionally, the drivetrain includes a driving member which is connectable to the at least one second gear and is configured to rotate relative to the at least one second gear. Further, the drivetrain includes a driven member is connectable to the transmission and a power transmitting unit connects the driving member and the driven member, such that the power transmitting unit transmits torque between the driving member and the driven member, for transferring torque from the electric motor to the transmission.
In an embodiment, the driving member and the driven member is at least one of a sprocket and a pulley.
In an embodiment, the power transmitting unit is at least one of a chain and a belt.
In an embodiment, the driven member is connectable to a differential of the transmission of the vehicle.
In an embodiment, the driven member is connectable to at least one gear within the transmission of the vehicle.
In an embodiment, the driven member is connectable to a lay shaft in the transmission of the vehicle.
In an embodiment, the drivetrain includes a plurality of tensioners positioned adjacent to the power transmitting unit, wherein the plurality of tensioners are configured to adjust tension of the power transmitting unit.
In another non-limiting embodiment of the present disclosure, a powertrain of a vehicle is disclosed. The powertrain includes an engine, an electric motor, transmission and a drivetrain which connects the electric motor and the transmission. The drivetrain includes at least one first gear which is coupled to an output shaft of the electric motor. Further, the drivetrain includes at least one second gear which is meshingly coupled with the at least one first gear. Additionally, the drivetrain includes a driving member which is connectable to the at least one second gear and is configured to rotate relative to the at least one second gear. Further, a driven member is connectable to the transmission and a power transmitting unit connects the driving member and

the driven member, such that the power transmitting unit transmits torque between the driving member and the driven member, for transferring torque from the electric motor to the transmission.
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 DRAWINGS
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 embodiments 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:
Fig. 1 illustrates a front view of a drivetrain of a vehicle connecting an electric motor and a transmission, in accordance with an embodiment of the present disclosure.
Fig. 2a illustrates a perspective view of the drivetrain connecting an electric motor and an automatic manual transmission, in accordance with an embodiment of the present disclosure.
Fig. 2b illustrates a layout of the drivetrain connecting the electric motor and the automatic manual transmission, in accordance with an embodiment of the present disclosure.
Fig. 3a illustrates a perspective view of the drivetrain connecting the electric motor and a gearbox of the dual clutch transmission, in accordance with an embodiment of the present disclosure.
Fig. 3b illustrates a layout of the drivetrain connecting the electric motor and the gearbox of the dual clutch transmission, in accordance with an embodiment of the present disclosure.
Fig. 4a illustrates a perspective view of the drivetrain connecting the electric motor and a gearbox of the dual clutch transmission, in accordance with an embodiment of the present disclosure.
Fig. 4b illustrates a layout of the drivetrain connecting the electric motor and the gearbox of the dual clutch transmission, in accordance with an embodiment of the present disclosure.

The figures depict 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 system and method illustrated herein may be employed without departing from the principles of the disclosure described herein.
DETAILED DESCRIPTION
The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which forms the subject of the claims 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 other devices, systems, assemblies and mechanisms 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 scope of the disclosure as set forth in the appended claims. The novel features which are believed to be characteristics of the disclosure, to its drivetrain or powertrain, 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.
The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusions, such that a system or a device that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or device. In other words, one or more elements in a system or apparatus proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.
In accordance with various embodiments of the present disclosure, a drivetrain for connecting an electric motor and a transmission of a vehicle is disclosed. The drivetrain may include at least one first gear that may be coupled to an output shaft of the electric motor. Further, the drivetrain may include at least one second gear configured to meshingly engage with the at least one first gear and may be configured to rotate corresponding to rotation of the at least one first gear. The drivetrain may include a driving member that may be connectable to the at least one second gear. Additionally, the drivetrain may include a driven member which may be connected to the transmission of the vehicle. Furthermore, the drivetrain may include a power transmitting unit, which may be configured to extend between the driving member and the driven member and may be configured to transmit torque between the driving member and the driven member.

In an operational embodiment of the disclosure, torque from the electric motor may be received by the at least one first gear. The torque from the at least one first gear may be transmitted to the at least one second gear. Further, the torque from the at least one second gear may be received by the driving member which may then be transmitted to the driven member through the power transmitting unit which results in torque transfer from the electric motor to the transmission of the vehicle. The drivetrain of the vehicle enables effective reduction in the torque due to the at least one first gear and the at least one second gear. Further, the torque may be transferred over longer distance due to the driving member, the driven member and the power transmitting unit, which are compact, produce less noise, vibration and harshness, unlike conventional drivetrains which are bulky and produce noise.
Reference will now be made to the exemplary embodiments of the disclosure, as illustrated in the accompanying drawings. Wherever possible, same numerals have been used to refer to the same or like parts. The following paragraphs describe the present disclosure with reference to Figs. 1-4b. It is to be noted that the drivetrain may be employed in any vehicle including but not limited to a passenger vehicle, a utility vehicle, commercial vehicles, and any other vehicle. Further, the drivetrain may be employed in vehicles including but not limited to internal combustion engine vehicle, hybrid vehicles, electric vehicles and the like.
Embodiments of the present disclosure discloses a powertrain [not shown in Figs] of a vehicle. For simplicity, a figure depicting vehicle is not illustrated. The vehicle may be but not limiting to a hybrid vehicle, IC engine vehicle, an electric vehicle and the like. The powertrain may include an engine, which may be an IC engine [not shown in Figs]. Further, the powertrain may include an electric motor (8). The electric motor (8) may be including but not limited to a DC series motor, a brushless DC motor, a permanent magnet synchronous motor (PMSM), a three phase AC induction motor, switched reluctance motor (SRM), and any other motor capable of generating torque from electric current. Additionally, the powertrain may include a transmission (9). The transmission (9) may include a clutch and a gearbox connected to the clutch. The gearbox may include plurality of gears, which may be selectively engaged to cater necessary torque to wheels of the vehicle based on the need. In an embodiment, the transmission (9) may be an automatic transmission, an automated manual transmission, a manual transmission, a dual clutch transmission and the like. Furthermore, the powertrain may include a drivetrain (100). The drivetrain (100) may be adapted to connect the electric motor (8) and the transmission (9) and may be configured to transfer torque between the electric motor (8) and the transmission (9).
Fig. 1 is an exemplary embodiment of the present disclosure which illustrates a front view of the drivetrain (100) of the vehicle. The drivetrain (100) may include at least one first gear (1) that may be coupled to an output shaft (2) of the electric motor (8). In an embodiment, the at least one first gear (1) may be configured to rotate relative to rotation of the output shaft (2) of the electric motor

(8). Further, the drivetrain (100) may include at least one second gear (3). The at least one second gear (3) may be disposed or mounted on a shaft that may be positioned at an offset to the output shaft (2) of the electric motor (8). The at least one second gear (3) may be configured to meshingly engage with the at least one first gear (1) and may be configured to rotate corresponding to rotation of the at least one first gear (1) and receive torque from the at least one first gear (1). It should be noted that in an exemplary embodiment, as seen in the Figs. the drivetrain (100) may include one first gear (1) and one second gear (3) meshinglly connected to the first gear (1). However, this should not be construed as a limitation as the drivetrain (100) may include more than one first gear (1) and the second gear (3), based on the requirement. In an embodiment, the at least one first gear (1) and the at least one second gear (3) may be made of materials including but not limited to metals, alloys, polymers and the like. In an embodiment, the at least one first gear (1) and the at least one second gear (3) may be including but not limited to a spur gear, helical gear, straight cut gears, bevel gear, and the like.
In an embodiment, the number of teeth defined on the at least one first gear (1) and the at least one second gear (3) may be based on a reduction ratio which may be required for individual vehicles. The reduction ratio may be selected based on the capacity of the electric motor (8), the top speed of the vehicle required, torque demand and the like. In an embodiment, the number of teeth on the at least one first gear (1) may be more than the number of teeth on the at least one second gear (3) and vice versa.
Referring again to Fig. 1, the drivetrain (100) of the vehicle may include a driving member (4) that may be connectable to the at least one second gear (3). The driving member (4) may be configured to rotate relative to the at least one second gear (3), that is, the driving member (4) may rotate at the same speed as that of the at least one second gear (3). In an embodiment, the driving member (4) may be disposed or mounted on the shaft that may be adapted to accommodate the at least one second gear (3) or the driving member (4) may be coupled to the at least one second gear (3). Additionally, the drivetrain (100) may include a driven member (5) which may be connected to the transmission (9) of the vehicle. In an embodiment, the driven member (5) may be connected to at least one of a lay shaft of the gearbox, a plurality of gears in the gearbox, a differential (11) connected to the gearbox, and at any other component of the transmission (9) capable of receiving torque from the electric motor (8). As apparent from Figure. 1, the drivetrain (100) may include a power transmitting unit (6), which may be configured to extend between the driving member (4) and the driven member (5). The power transmitting unit (6) may be configured to transmit torque from the driving member (4) and the driven member (5), for transferring torque from the electric motor (8) to the transmission (9) [thus, the gearbox of the transmission (9)]. It should be noted that in an exemplary embodiment, as seen in the Figs, the drivetrain (100) may include one driving member (4) and one driven member (5). However, this should not be construed as a limitation as the drivetrain (100) may include more than one driving member (4) and driven member (5).

Further, the driving member (4) and the driven member (5) may be of different or similar dimensions. That is, the driving member (4) and the driven member (5) may have different or same diameter, thickness, and the like. In an embodiment, the driving member (4) and the driven member (5) may be selected based on reduction ratio requirement, for example the driving member (4) and the driven member (5) may be selected to have 1:1 reduction ratio or may be selected for any possible reduction ratio based on the requirement of the vehicle. In an embodiment, the driving member (4) and the driven member (5) may be made of materials including but not limited to metals, alloys, polymers and the like.
In an embodiment, the driving member (4) and the driven member (5) may be at least one of a sprocket and a pulley. Further, the power transmitting unit (6) may be at least one of a chain, a belt and the like which are capable of transmitting torque from the driving member (4) and the driven member (5). The length of the power transmitting unit (6) may be selected based on the distance between the driving member (4) and the driven member (5).
In an embodiment, the drivetrain (100) of the vehicle may include a plurality of tensioners (7) that may be positioned adjacent to the power transmitting unit (6). The plurality of tensioners (7) may be configured to adjust tension of the power transmitting unit (6). The plurality of tensioners (7) may aid in providing the required tension to the power transmitting unit (6) such that any vibration, slip, jumping and any other inconsistencies which may lead to decreased efficiency in torque transmission from the driving member (4) and the driven member (5) may be mitigated.
In an operational embodiment of the disclosure, torque from the electric motor (8) may be received by the at least one first gear (1). The torque from the at least one first gear (1) may be transmitted to the at least one second gear (3) due to the meshing engagement between the at least one first gear (1) and the at least one second gear (3). Further, the torque from the at least one second gear (3) may be received by the driving member (4). The torque received by the driving member (4) may be transmitted to the driven member (5) through the power transmitting unit (6) which results in torque transfer from the electric motor (8) to the transmission (9) of the vehicle. The drivetrain (100) of the vehicle enables effective reduction in transmission ratio due to the at least one first gear (1) and the at least one second gear (3). Further, the torque may be transferred over longer distance due to the driving member (4), the driven member (5) and the power transmitting unit (6), which are compact, produce less noise, vibration and harshness, unlike conventional drivetrains which are bulky and produce noise.
Further, the drivetrain (100) enables the vehicle to selectively operate under different driving modes, namely, the IC engine mode, the hybrid mode, the electric mode or PHEV mode (pug-in hybrid vehicle mode) and the like. During electric mode or PHEV mode, torque from the electric motor (8) may be transferred through the drivetrain (100) to the transmission (9) for driving the

vehicle. In the hybrid mode, the torque from both the IC engine and the electric motor (8) may be transmitted to the transmission (9) for driving the vehicle. Furthermore, during IC engine mode, the engine may drive the vehicle and the drivetrain (100) may operate in a free run condition, where the torque from the transmission (9) may be received by the driven member (5) and may be transmitted to the electric motor (8) through the drivetrain (100). In an embodiment, the reduction ratio within the drivetrain (100) may be selected such that in the IC engine mode, when the vehicle may be running at the top speed, the electric motor (8) may receive torque from the drivetrain (100) which may be within the fly up speed of the electric motor (8). Further, in the free run condition, the torque from the transmission (9) to the electric motor (8) through the drivetrain (100) may provide regenerative braking and may also aid in supplying electric current to an electric power source without a braking effect.
In an embodiment, the torque transferred from the electric motor (8) to the transmission (9) through the drivetrain (100) may be configured to fill a lag (for example a torque lag experienced during gear shifting) which may be generated during gear shifting operations of the transmission (9).
In an embodiment, the torque transferred through the drivetrain (100) from the electric motor (8) to the transmission (9) may lead to increased fuel efficiency of the vehicle as the load on the IC engine may be selectively reduced based on actuation of the electric motor (8) and the drivetrain (100).
In an embodiment, the drivetrain (100) may be retrofitted to conventional vehicles which may be converted into hybrid vehicles or may be employed to eliminate lag (for example a torque lag experienced during gear shifting) in the vehicles. Further, the drivetrain (100) may be provisioned in a housing which may be designed to accommodate the electric motor (8), the drivetrain (100) and the transmission (9) of the vehicle.
In an embodiment, the drivetrain (100) may be adapted to transfer torque in the vehicle having the automatic manual transmission (9a). Figs. 2a and 2b illustrates a perspective view and a layout of the drivetrain (100), connecting the electric motor (8) and the automatic manual transmission (9a), respectively. The at least one first gear (1) in the drivetrain (100) may be coupled to the output shaft (2) of the electric motor (8). Further, the driven member (5) in the drivetrain (100) may be connectable to a differential (11) coupled to the gearbox of the automatic manual transmission (9a) or may be connected to a final drive of the gearbox. In an embodiment, the driven member (5) may be disposed on a shaft (13) which may be adapted to accommodate a pinion (12). The torque from the driven member (5) may be transferred to the pinion (12) through the shaft (13). Further, the pinion (12) may be connected to the differential (11) or the gear final drive. Additionally, the driven member (5) of the drivetrain (100) may be connectable to a lay shaft or the plurality of gears of the gearbox of the automatic manual transmission (9a).

In an embodiment, the drivetrain (100) may be adapted to transfer torque in the vehicle having the dual clutch transmission (9b). Figs. 3a and 3b illustrates a perspective view and a layout of the drivetrain (100) connecting the electric motor (8) and the dual clutch transmission (9b), respectively. The at least one first gear (1) in the drivetrain (100) may be coupled to the output shaft (2) of the electric motor (8). Further, the driven member (5) in the drivetrain (100) may be connectable to at least one gear of the plurality of gears disposed within the gearbox of the dual clutch transmission (9b). In an embodiment, the driven member (5) may be disposed on a shaft which may also be adapted to accommodate a driving gear (10). The driving gear (10) may be defined with identical properties as that of the at least one gear of the plurality of gears in the gearbox of the dual clutch transmission (9b). The torque from the driven member (5) may be transferred to the driving gear (10) through the shaft. Further, the driving gear (10) may be meshed with the at least one gear of the plurality of gears in the gearbox of the dual clutch transmission (9b).
Further as referring to Figs. 4a and 4b, which illustrate a perspective view and a layout of the drivetrain (100) connecting the electric motor (8) and the gearbox of the dual clutch transmission (9b), respectively. The driven member (5) in the drivetrain (100) may be connectable to at least one of a lay shaft (14) and an input shaft [hereafter referred to as lay shaft] within the gearbox of the dual clutch transmission (9b). The driven member (5) of the drivetrain (100) may be connected to the lay shaft (14) within the gearbox of the dual clutch transmission (9b).
In an embodiment, the drivetrain (100) may be configured to transfer torque from the electric motor (8) to at least one of a manual transmission, a torque converter transmission, a direct drive unit, a common variable transmission and the like.
It should be noted that in an exemplary embodiment, as seen in the Figs. 2a-4b the arrangement, layout and connections of the drivetrain (100) with the transmission (9) should not be construed as a limitation as the drivetrain (100) may include any other type of connection or any other combinations for coupling the driven member (5) and the components of the transmission (9) of the vehicle.
In an embodiment, the drivetrain (100) is simple in construction which results in low-cost manufacturing and easy maintenance.
In an embodiment, the drivetrain (100) facilitates in obtaining desired reduction ratio and high torque transfer with less noise, vibration and harshness levels in a compact and light weight configuration, unlike conventional drivetrains which had fixed reduction ratio and bulky with high noise and vibration generation.

It should be imperative that the construction and configuration of the drivetrain (100), the powertrain and any other elements or components described in the above detailed description should not be considered as a limitation with respect to the figures. Rather, variation to such structural configuration of the elements or components should be considered within the scope of the detailed description.
Equivalents:
With respect to the use of substantially any plural and/or singular terms herein, 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 herein for sake of clarity.
It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) 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 following appended claims 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, claims, 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.”
In addition, where features or aspects of the disclosure are described in terms of Markush groups, those skilled in the art will recognize that the disclosure is also thereby described in terms of any individual member or subgroup of members of the Markush group.
While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope being indicated by the following claims.
Referral Numerals:

Reference Number Description
100 Drivetrain
1 First gear
2 Output shaft
3 Second gear
4 Driving member
5 Driven member
6 Power transmitting unit
7 Tensioner
8 Electric motor
9 Transmission
9a Automatic manual transmission
9b Dual clutch transmission
10 Driving gear
11 Differential
12 Pinion
13 Shaft
14 Lay shaft

We Claim:
1. A drivetrain (100) for connecting an electric motor (8) and a transmission (9) of a vehicle,
comprising:
at least one first gear (1) coupled to an output shaft (2) of the electric motor (8);
at least one second gear (3) meshingly coupled with the at least one first gear (1); a driving member (4) connectable to the at least one second gear (3) and configured to rotate relative to rotation of at least one second gear (3);
a driven member (5) connectable to the transmission (9); and
a power transmitting unit (6) extending between the driving member (4) and the driven member (5), the power transmitting unit (6) is configured to transmit torque between the driving member (4) and the driven member (5), for transferring torque from the electric motor (8) to the transmission (9).
2. The drivetrain (100) as claimed in claim 1, wherein the driving member (4) and the driven member (5) is at least one of a sprocket and a pulley.
3. The drivetrain (100) as claimed in claim 1, wherein the power transmitting unit (6) is at least one of a chain and a belt.
4. The drivetrain (100) as claimed in claim 1, wherein the driven member (5) is connectable to a differential (11) of the transmission (9) of the vehicle.
5. The drivetrain (100) as claimed in claim 1, wherein the driven member (5) is connectable to at least one gear within the transmission (9) of the vehicle.
6. The drivetrain (100) as claimed in claim 1, wherein the driven member (5) is connectable to a lay shaft (14) in the transmission (9) of the vehicle.
7. The drivetrain (100) as claimed in claim 1, comprises a plurality of tensioners (7) positioned adjacent to the power transmitting unit (6) and configured to adjust tension of the power transmitting unit (6).
8. A powertrain of a vehicle, comprising:
an engine;
an electric motor (8); a transmission (9); and
a drivetrain (100) connecting the electric motor (8) and the transmission (9), the drivetrain (100) comprising:

at least one first gear (1) coupled to an output shaft (2) of the electric motor (8);
at least one second gear (3) meshingly coupled with the at least one first gear (1);
a driving member (4) connectable to the at least one second gear (3) and configured to rotate relative to rotation of at least one second gear (3);
a driven member (5) connectable to the transmission (9); and
a power transmitting unit (6) extending between the driving member (4) and the driven member (5), the power transmitting unit (6) is configured to transmit torque between the driving member (4) and the driven member (5), for transferring torque from the electric motor (8) to the transmission (9).
9. The powertrain as claimed in claim 8, wherein the driven member (5) is connectable to a differential (11) of the transmission (9) of the vehicle.
10. The powertrain as claimed in claim 8, wherein the driven member (5) is connectable to at least one gear within the transmission (9) of the vehicle.
11. The powertrain as claimed in claim 8, wherein the driven member (5) is connectable to a lay shaft (14) in the transmission (9) of the vehicle.
12. A vehicle comprising a powertrain as claimed in claim 8.