Claims:We Claim:
1. A multi wheeled vehicle (100) having dual power sources comprising,
an engine (106); said engine (106) includes
a crankshaft (301);
a driven shaft (302), said driven shaft (302) is engaged with said crankshaft (301) through a transmission means (305);
a centrifugal clutch (304), wherein said centrifugal clutch (304) is installed on said crankshaft (301);
an electric motor (107), said electric motor (107) disposed in a hub portion of a rear wheel (108) of said vehicle (100);
a secondary one-way clutch (309) configured to have a second set of openings (309A), wherein said secondary one-way clutch (309) is installed on said driven shaft (302);
a secondary back plate (303) configured to have a first set of opening (303A), said secondary back plate (303) is installed on said driven shaft (302);
a spacer (504), said spacer (504) is disposed between said secondary back plate (303) and a driven sprocket (308);
a plurality of cushioning members (501), said cushioning members (501) are housed within said first set of opening (303A) in said secondary back plate (303); and
a stopper plate (502) configured to have a third set of opening (502A), said stopper plate (502) is sandwiched between said secondary back plate (303) and said secondary one-way clutch (309).

2. A multi wheeled vehicle (100) having dual power sources comprising,
an engine (106); said engine (106) includes
a crankshaft (301);
a driven shaft (302), said driven shaft (302) is engaged with said crankshaft (301) through a transmission means (305);
a centrifugal clutch (304), wherein said centrifugal clutch (304) is installed on said crankshaft (301);
an electric motor (107), said electric motor (107) disposed in a hub portion of a rear wheel (108) of said vehicle (100);
a secondary one-way clutch (309) configured to have a second set of openings (309A), wherein said secondary one-way clutch (309) is installed on said driven shaft (302);
a secondary back plate (701) configured to have a first set of openings (303A), said secondary back plate (701) is installed on said driven shaft (302);
a plurality of cushioning members (501), said cushioning members (501) are housed within first set of opening (303A) in said secondary back plate (701);
a spacer (504), said spacer (504) is integrated with said secondary back plate (701); and
a stopper plate (502), said stopper plate (502) is integrated with said secondary back plate (701).

3. The multi wheeled vehicle (100) having dual power sources as claimed in claim 1 or claim 2, wherein said second set of opening (309A) is located on a radially outer annular surface of said secondary one-way clutch (309), and wherein said second set of openings (309A) are coaxial to said third set of opening (502A) in the stopper plate (502).

4. The multi wheeled vehicle (100) having dual power sources as claimed in claim 1 or clam 2, wherein said secondary back plate (303, 701), said stopper plate (502) and said secondary one-way clutch (309) are coaxial.

5. The multi wheeled vehicle (100) having dual power sources as claimed in claim 1 or claim 2, wherein said first set of opening (303A) in said secondary back plate (303, 701) is coaxial to said second set of opening (309A) in said secondary one-way clutch (309).

6. The multi wheeled vehicle (100) having dual power sources as claimed in claim 1 or claim 2, wherein said cushioning members (501) configured to have axial holes (501A), said each axial hole (501A) is adapted to receive an insert (503).

7. The multi wheeled vehicle (100) having dual power sources as claimed in claim 1 or claim 2, wherein said diameter of third set of opening (502A) of said stopper plate (502) is less the diameter of said first set of openings (303A) of said secondary back plate (303, 701).

8. The multi wheeled vehicle (100) having dual power sources as claimed in claim 1 or claim 2, wherein said secondary back plate (303) and secondary one-way clutch (309) are secured through the fasteners (310) passing through said insert (503), and configured with said stopper plate (502) which secure itself against the second set of openings (309A).

9. The multi wheeled vehicle (100) having dual power sources as claimed in claim 6, wherein said insert (503) holds the cushioning members (501) in place during high rpm rotations of the driven shaft (302).

10. The multi wheeled vehicle (100) having dual power sources as claimed in claim 1 or claim 2, wherein said stopper plate (502) is configured to have predetermined profile, said profile includes a hollow circular disc shape with predetermined thickness (x).

11. The multi wheeled vehicle (100) having dual power sources as claimed in claim 1 or claim 2, wherein stopper plate (502) comprising the third set of openings (502A) on its surface which are equidistant from each other in a circular path.

12. A multi wheeled vehicle (100) having dual power sources comprising,
an engine (106); said engine (106) includes
a crankshaft (301);
a driven shaft (302), said driven shaft (302) is engaged with said crankshaft (301) through a transmission means (305);
a centrifugal clutch (304), wherein said centrifugal clutch (304) is installed on said crankshaft (301);
an electric motor (107), said electric motor (107) disposed in a hub portion of a rear wheel (108) of said vehicle (100);
a secondary one-way clutch (802), said secondary one-way clutch (802) is rotatably installed on said driven shaft (302) through at least one bearing (803);
a secondary back plate (801) configured to have predetermined profile wherein said secondary back plate (801) is operatively secured to the secondary one-way clutch (802).

13. The multi wheeled vehicle (100) having dual power sources as claimed in claim 12, wherein said predetermined profile includes cup shaped profile. adapted to accommodate the secondary one-way clutch (309).

14. The multi wheeled vehicle (100) having dual power sources as claimed in claim 1 or claim 2 or claim 12, wherein said secondary back plate (303, 701, 801) is internally splined (303B, 701A, 801A) and mounted on external splines (302A) on the end of the driven shaft (302).

15. The multi wheeled vehicle (100) having dual power sources as claimed in claim 1 or claim 2 or claim 12, wherein said driven sprocket (308) configured to have predetermined profile, said profile includes flange type driven sprocket, said secondary one-way clutch (309, 802) is mounted on a web (308A) of said driven sprocket (308).
, Description:TECHNICAL FIELD
[0001] The present subject matter relates to a multi wheeled vehicle. More particularly, the present subject matter relates to powertrain assembly of the multi wheeled vehicle.
BACKGROUND
[0002] Conventionally, a saddle type vehicle is powered by an internal combustion (IC) engine. The internal combustion (IC) engine comprises a cylinder head, abutting a cylinder block to form a combustion chamber where the burning of air fuel mixture occurs. The cylinder head comprises an intake valve and an exhaust valve which control the intake of air fuel mixture inside the combustion chamber, and controls the exit of exhaust gases after combustion respectively.
[0003] The exhaust gases include harmful emissions of hydrocarbons, carbon monoxide and nitrogen oxides into the atmosphere. The challenge to address these issues of harmful pollutants led to many innovations aiming to reduce the carbon gas emissions. Thus, OEMs and customers are being driven down a path to reduce carbon dioxide emissions by electrifying the drivetrain in that they have the capability to propel the vehicles while leaving space inside the vehicles to allow large enough battery packs to give adequate traveling range.
[0004] Hence, the investment and market viability of an alternate vehicle are growing in a wide range also because of high costs of fossils-based fuel. The alternative vehicles for transportation include electric vehicles. But still it has its own inherent disadvantages of limited torque delivery to drive wheel. In order to get desired torque, the size of motor should be increased which leads to undesirable increase in size of vehicle or wheel assembly.

BRIEF DESCRIPTION OF THE DRAWINGS
[0005] The detailed description is described with reference to an embodiment of a two wheeled saddle type scooter along with the accompanying figures. The same numbers are used throughout the drawings to reference like features and components.
[0006] Fig. 1 illustrates a left side view of an exemplary vehicle, as per preferred embodiment of the present invention.
[0007] Fig. 2 illustrates a left side view of the powertrain assembly for a multi wheeled vehicle, where some constituent parts are omitted as per preferred embodiment of the present invention.
[0008] Fig. 3 illustrates illustrates an exploded perspective view and exploded top view of the internal combustion (IC) engine where some constituent parts are omitted as per preferred embodiment of the present invention.
[0009] Fig. 4 illustrates top cut section of figure 2 taken along plane A-A’, where few parts are omitted from the figure, as per preferred embodiment of the present invention.
[00010] Fig. 5 illustrates an exploded view of a one-way clutch and a back plate of the transmission assembly where few parts are omitted from the figure, as per preferred embodiment of the present invention.
[00011] Fig. 6 illustrates a top view and side view of a stopper plate, as per preferred embodiment of the present invention.
[00012] Fig. 7a and Fig. 7b illustrates a localized top cut section view of the engine along plane A-A’ with an enlarged view of the secondary one-way clutch and secondary back plate as per first embodiment and as per second embodiment, as per preferred embodiment of the present invention.
[00013] Fig. 8 illustrates a localized top cut section view of the engine along plane A-A’, as per third embodiment of the present invention.

DETAILED DESCRIPTION
[00014] Various features and embodiments of the present invention here will be discernible from the following further description thereof, set out hereunder. According to an embodiment, the multi wheeled vehicle is a hybrid vehicle configured to have an internal combustion engine as prime mover. The internal combustion (IC) engine described here operates in four cycles. The internal combustion (IC) engine is installed in a step through type two or three wheeled vehicle. In another implementation, the prime mover can be the traction motor or various other propelling means generally known in art. Further "front" and "rear", and "left" and "right" referred to in the ensuing description of the illustrated embodiment refer to front and rear, and left and right directions as seen from a rear portion of the multi wheeled vehicle and looking forward. Furthermore, a longitudinal axis Y – Y’ unless otherwise mentioned, refers to a front to rear axis relative to the multi wheeled vehicle, while a lateral axis C – C’ unless otherwise mentioned, refers generally to a side to side, or left to right axis relative to the multi wheeled vehicle.
[00015] However, it is contemplated that the disclosure in the present invention may be applied to powertrain of any vehicle without defeating the spirit of the present subject matter. The detailed explanation of the constitution of parts other than the present invention which constitutes an essential part has been omitted at suitable places.
[00016] Typically, the high costs of fossil-based fuel and its impact on pollution is leading to research and development of alternative means of transportation. Moreover, original equipment manufacturer (OEMs) and customers are being driven down a path to reduce carbon dioxide emissions. Thus, one of the feasible ways is by electrifying the drivetrain. However, most electricity is generated in coal-fired power plants, so using electric vehicles merely moves the source of the pollution, but does not completely eliminate it. Furthermore, comparing the respective net costs per mile of driving, electric vehicles are not competitive with ethanol-fueled vehicles, much less with conventional gasoline-fueled vehicles.
[00017] Further, the power generated from the electric motor when transmitted directly to drive wheel will lead to inappropriate torque because direct drive results in uncontrolled speed or sub-optimal speed. Hence, it is always a challenge for the automobile designers to have appropriate balance between both torque and speed, so in order to achieve different speed at varying loads similarly different torque at different loads requires optimal transmission ratios/system.
[00018] However, a trade-off between torque requirement and range of the vehicle is difficult since at higher torque requirements the mileage range of the vehicle drops. Thus, to assure an effective torque developed by drive wheel and the force applied to road surface a special attention has been given to the electric drive and power source.
[00019] Thus, usually high capacity electric motor is employed and adapted to deliver more torque as per operating condition albeit at more weight and cost. Moreover, the higher capacity electric motors draw more power from the batteries. Thus, to increase the range of the electric vehicle high watt-hour batteries need to be packaged within the electric vehicle in addition to the high capacity motors. In some cases, layers of batteries are tiered one over the other in a heap to meet torque, range and speed demands which can approach as high as 50 percent of the vehicle's weight. This impact is further more significant particularly when the batteries are of the lead-acid variety.
[00020] Further, the high capacity motor and high watt-hour batteries adversely affects powertrain layout, storage space in the vehicle and also involves complete redesign of frame assembly to support the high capacity electric motor and high watt-hour batteries.
[00021] Furthermore, another demerit of electric vehicles is the excessive length of time required to recharge a battery-based vehicle, as compared to the length of time to refuel a fossil fuel-powered vehicle and the batteries of such vehicles are required to be charged periodically which is a cumbersome task.
[00022] Hence, much attention has also been paid over the years to development of electric vehicles including internal combustion engines powering generators, thus eliminating the defect of limited range exhibited by simple electric vehicles.
[00023] However, in a vehicle with a dual power train involving the internal combustion engine and a drive motor supported on a rear wheel, a sudden shock (jerk) on a rear wheel is observed during transition of power source from an electric mode to an engine mode. Therefore, to dampen this shock, it is known in the art to provide a cushioning member within the transmission system connecting the engine and the eletric motor. Specifically in the openinings of a backplate, wherein said backplate is operatively connected to a one way clutch in the transmission assembly.
[00024] However, it is observed that at higher temperature of engine oil the cushioning members tends to axially expand in one direction due to increase in thermal stress. In addition to that, the cushioning member also tends to adversely expand in the axial direction during the transition zone of the power source i.e. from an electric mode to an engine mode due to decrease in the outer diameter of cushioning member due to Poisson’s effect. This further increases the gap between cushioning member butted members i.e. the back plate and the one-way clutch, also with increase in temperature inside transmission chamber the cushioning members gets softer, which results in undesirably decreasing damping effect.
[00025] Further, the free axial expansion can lead the cushioning member to go in between the one way clutch and the back plate which will cause the misalignment of the one way clutch and the back plate, further leading to the misalignment of a one-way clutch rollers with a driven sprocket since the one way clutch is mounted on a web of flange. Further, it can have adverse consequences like varying interference value between the one-way clutch roller and the driven sprocket web throughout its diameter. Furthermore, the rollers can come out of the one-way clutch assembly or can wear out.
[00026] This may further create bending or wearing out of splines of the back plate. This unwanted moment creation on the driven shaft due to misalignment of the one-way clutch over the driven sprocket web can bend or break a driven shaft. Moreover, due to this bending moment a pair of bearing supporting the driven shaft can get displaced of a crankcase. Further, the quality of lubricant deteriorates as high temperature oil comes in direct contact with the cushioning members which is made up of rubber. Thus there is a need for an improved powertrain system which can overcome all the above cited problems & other problems of known art.
[00027] Hence the present subject matter efficient powertrain is proposed in order to alleviate one or more drawbacks highlighted above.
[00028] It is therefore an object of the invention to provide a powertrain for a multi wheel vehicle with dual power sources configured to dampen the jerks observed during the switch over from one power source to another power source.
[00029] It is yet another objective of the present invention to improve the durability of the transmission components of a powertrain for a multi wheeled vehicle.
[00030] In accordance with the present invention, the multi wheeled vehicle having dual power sources in the form of a hub mounted drive motor and an internal combustion engine is disclosed. The engine includes a driven shaft operatively engaged with a crankshaft through a transmission means. A secondary one-way clutch having second set of opening, wherein said second one-way clutch is installed on said driven shaft. A secondary back plate is configured to have a first set of opening which houses plurality of cushioning members, said secondary back plate is installed on said driven shaft. A stopper plate is configured to have a third set of opening, said stopper plate is sandwiched between said secondary back plate and said secondary one-way clutch to arrest the movement of cushioning member. Further, a spacer is disposed between said secondary back plate and a driven sprocket. As per alternative embodiment, the spacer and stopper plate are integrated with said secondary back plate. Furthermore, as per another embodiment, secondary back plate configured to have predetermined profile, wherein said predetermined profile includes cup shaped profile adapted to accommodate the secondary one-way clutch.
[00031] As per one implementation, said second set of opening is located on a radially outer annular surface of said secondary one-way clutch, and wherein said second set of openings are coaxial to said third set of opening in the stopper plate.
[00032] As per one implementation, said secondary back plate, said stopper plate and said secondary one-way clutch are coaxial.
[00033] As per one implementation, said first set of opening in said secondary back plate is coaxial to said secondary set of opening in said secondary one-way clutch (309).
[00034] As per one implementation, said cushioning members are configured to have axial holes.
[00035] As per one implementation, said each axial hole is configured to receive an insert, said insert holds the cushioning members in place during high rpm rotations of the driven shaft.
[00036] As per one implementation, said diameter of third set of opening of said stopper plate is less the diameter of said first set of openings of said secondary back plate.
[00037] As per one implementation, said secondary back plate and secondary one-way clutch are secured through the fasteners passing through the insert as well as stopper plate which secure themselves against the second set of openings.
[00038] As per one implementation, said stopper plate is configured to have predetermined profile, said profile includes a hollow circular disc shape with predetermined thickness.
[00039] As per one implementation, said stopper plate comprising the third set of openings which are equidistant from each other in a circular path.
[00040] As per one implementation, said driven sprocket is configured to have predetermined profile, said profile includes flange type driven sprocket.
[00041] As per one implementation, said secondary one-way clutch is mounted on a web of the driven sprocket.
[00042] The aforesaid and other advantages of the present subject matter would be described in greater detail in conjunction with the figures in the following description with an embodiment of a two wheeled vehicle and its powertrain.
[00043] Figure 1 Illustrates a left side view of a two-wheeled vehicle (100) typically called a scooter, in accordance with an embodiment of the present subject matter. A frontward direction is indicated by an arrow F, and a rearward direction indicated by an arrow R provided in the top center of first figure. The vehicle is extending from the front direction to the rear direction along the vehicle longitudinal axis (F-R). In an embodiment; The vehicle (100) illustrated, has a step-through type frame assembly. The step-through type frame assembly (shown schematically in dotted lines) includes a head tube (103), a down tube (104) and a sub frame (105). The frame assembly extends from a front portion F to rear portion R of the vehicle. Further, the frame assembly extends downward from the anterior portion of the head tube (103) and then extends to a rear portion of the vehicle (100) in inclined manner. The pair of side-tubes (not shown) extends rearwardly from the other end of the main tube (not shown) and supports vehicular attachments such as a seat assembly (115), fuel tank assembly (not shown), a utility box (not shown) and a pillion hand rest (122). In the rear end of the two wheeled vehicle (100) a rear lamp assembly (119) and a rear mud-guard/rear fender (116) is provided. The rear guard (116) having reflector (113). The head tube (103) supports a steering tube (not shown) and further connected to the front suspension system (117) at the lower end. A handlebar support member (not shown) is connected to an upper end of the steering tube and supports a handlebar assembly (121) which is having a mirror (124). Two telescopic front suspension systems (117) (only one is shown) support a front wheel (113). The upper portion of the front wheel (120) is covered by a front fender (112) mounted to the lower portion of the steering shaft. There is a front brake (not shown) and a rear brake (not shown) arranged on the front wheel (120) and a rear wheel (108) respectively. The rear wheel (108) is supported towards the rear side of the frame assembly by a swing arm (123) which is horizontally coupled swingably to the rear of the frame assembly of the multi wheeled vehicle (100) through a rear suspension system (118). A traction motor (107) integrated to a rear wheel (108). In a preferred embodiment, the traction motor (107) is hub mounted on the rear wheel (108). An on-board battery (not shown) drives the traction motor (107). An internal combustion (IC) engine (106) is mounted on a swing arm (123), which is swingably connected to the down tube (104) using a toggle link. The frame assembly is covered by plurality of body panels, mounted on the frame assembly and covering the frame assembly, including a front panel (102), a leg shield (109), an under-seat cover (110), and a left and a right side panel (111). A glove box may be mounted to a leg shield (109). Over the rear wheel (108) a body panel is disposed of to support the seat assembly (115). The internal combustion (IC) engine (106) transfers the drive to the rear wheel (108) as it is coupled to it. The internal combustion (IC) engine (106) comprises a transmission system, said system disposed leftward of the internal combustion (IC) engine (106) in the vehicle width direction. A floorboard (114) is provided at the step-through space provide above the down tube (104). The vehicle (100) comprises of plurality of electrical and electronic components including a headlight (101), a rear lamp assembly (119), a transistor-controlled ignition (TCI) unit (not shown), a starter motor (not shown).
[00044] Figure 2 illustrates a left side view of the powertrain assembly for a multi wheeled vehicle, where some constituent parts are omitted as per preferred embodiment of the present invention. The engine (106) comprises a cylinder block (202), a cylinder head (207) located above the cylinder block (202) and a combustion chamber interposed between the cylinder head (207) and the cylinder block (202). The cylinder head (207) is covered by the cylinder head cover (201) during operation of the internal combustion (IC) engine (106), the burning of air fuel mixture occurs in the combustion chamber. A transmission assembly forms a part of the internal combustion (IC) engine (106) and is disposed on the rear portion of the internal combustion (IC) engine (106) and mounted so as to be disposed on right or left of the multi wheeled vehicle (100). As per preferred embodiment, the transmission assembly is disposed so as to be oriented towards the left of the multi wheeled vehicle (100) as viewed from the rear direction of the multi wheeled vehicle (100).
[00045] The transmission assembly is enclosed within a crankcase (204) on the rear side of the internal combustion (IC) engine (106) and covered by a housing (203) thus forming an enclosed space. The wheel sprocket (206) is disposed outside the housing (203) which receives rotary motion from a driven shaft (302) (as shown in Figure 3) of the gear train mechanism on the rear wheel (108). The final drive to the rear wheel (108) of the multi wheeled vehicle (100) is usually a positive drive such as sprocket and chain arrangement (205).
[00046] Figure 3 illustrates the exploded top view and exploded perspective view of the internal combustion (IC) engine (106) where some constituent parts are omitted for brevity. The crankcase (204R, 204L) in which transmission assembly is present extends rightward (RH) and leftward (LH) in the internal combustion engine (106) width direction. The primary transmission is from a crankshaft (301) to the driven shaft (302) through a transmission means (305). The transmission means (305) transfers power from the internal combustion (IC) engine (106) to the driven shaft (302). Further, a motor having a pinion gear (not shown) rotates a primary back plate (not shown) through an intermediate gear (not shown) via a ring gear (not shown). The primary back plate (not shown) enables the rotation of the crankshaft (301) for cranking the internal combustion (IC) (106) and an ignition system (not shown) enables delivering of spark. A spring-loaded centrifugal clutch (304) is fixedly attached to the crankshaft LH (301L) using fastening means. The fastening means includes nuts (306). The centrifugal clutch (304) ensures that at low to idle speeds the power transmission from the internal combustion (IC) engine (106) is disengaged to the rear wheel (108) (as shown in fig. 1) as spring loaded centrifugal shoe unit is fixedly attached to the crankshaft (301) and capable of expanding and engaging with an outer hub (304a) on rotation of the crankshaft (301) only beyond a predetermined speed thereby rotating a drive sprocket (307). The drive sprocket (307) is welded with the outer hub (304a) known as drum. So, on attaining certain revolutions per minute (rpm) the drive sprocket (307) rotates the driven sprocket (308) through a transmission means (305). The transmission means (305) connects the drive sprocket (307) to a corresponding driven sprocket (308). The direction of rotation of the transmission means (305) is made common with the internal combustion (IC) engine (106) and the rear wheel (108). A secondary one-way clutch (309) is secured to a secondary back plate (303), and both are co-axially supported on the driven shaft (302) using plurality of fasteners (310).
[00047] Figure 4 illustrates top cut section of figure 2 taken along plane A-A’ with some parts omitted for brevity. The crankcase (204R, 204L) comprising of a top surface, and a bottom surface, and a plurality of side surfaces of the crankcase, wherein the side surfaces are substantially vertical and configured to extend between the top surface and the bottom surface. The part extended in rightward (RH) direction is known as a crankcase RH (204R) and the part extended in leftward (LH) direction is known as a crankcase LH (204L). Similar to the crankcase (204R, 204L), the crank shaft (301) also extends rightward (RH) and leftward (LH) in the internal combustion (IC) engine (106) width direction. This extension results in two parts of the crankshaft (301), first one is known as a crankshaft RH as the crankshaft extends in rightward (RH) direction and second one is known as the crankshaft LH as the crankshaft (301) extends in leftward (LH) direction. The crankcase LH (204L) is covered by housing (203). This housing makes the system leak proof and enables effective lubrication. In the crankcase LH (204L), of horizontally disposed internal combustion engine (IC) engine (106) such as that of scooter-type vehicles (100), an oil sump (not shown) is provided in the bottom-side of the crankcase LH (204L) for continuous lubrication and cooling of a piston (409) and a plurality of piston cylinder wall (not shown) and other parts of the internal combustion (IC) engine (106). The lubrication and cooling of the piston (409), the plurality of piston cylinder wall (not shown) and other parts of the internal combustion (IC) engine (106) begins once an operation cycle of thermal energy conversion into mechanical energy begins. Once the operation cycle starts, rotation of the crankshaft (301) also starts. The transmission oil chamber ensures the continuous lubrication of the transmission means (305) along with other rotating parts. Further, the lubricant sump (not shown) is also provided in which desired lubricant level is maintained and to ensure that the components like transmission means (305) are at least partially immersed in the lubricant. The motion of the transmission means (305) causes lubricant splashing and lubrication of the components.
[00048] The cylinder head (207) is covered by the cylinder head cover (201). During operation of the internal combustion (IC) engine (106), the burning of air fuel mixture occurs in the combustion chamber. The forces generated due to combustion of air fuel mixture is transferred to the piston (409) which is capable of reciprocating inside the cylinder block (202) and this reciprocating motion is transferred to rotary motion of the crankshaft (301) though a connecting rod (401) by the slider crank mechanism. Further, as per the internal combustion engine (IC) engine (106) construction, on the crank shaft LH (301L) a gear oil pump drive (GOPD) (402) is mounted and the gear oil pump drive (GOPD) (402) are mated with an oil pump assembly (not shown). Due to the rotation of the crankshaft (301), the gear oil pump drive (GOPD) (402) also starts rotating, since the gear oil pump drive (GOPD) (402) is in contact with the oil pump assembly (not shown) it results in the movement of lubricant oil from oil sump (not shown) to lubricate and cool the piston (409), the plurality of piston cylinder wall (not shown) and other parts of the internal combustion (IC) engine (106).
[00049] The crankcase RH (204R) having cooling system mounted using fastening means on an extended portion of crankshaft (301) juxtaposes outside the crankcase RH (204R) over which the cooling system is operably secured. The internal combustion (IC) engine (106) comprises the transmission assembly freely mounted on an extended portion of the crankshaft LH (301L). The crankshaft (301) is mounted with an electrical machine (408). In one embodiment, the electrical machine (408) is connected to the crankshaft (301). In a preferred embodiment, the electrical machine (408) includes integrated stator generator (ISG) or magneto. The integrated stator generator (ISG) help in reduction of size of electric motor (107). Hereinafter, the terms electrical machine (408) and magneto (not shown) are interchangeably used. The magneto (408) includes a rotor (408A) and a stator (408B). The rotor (408A) is connected to the crankshaft (301). The rotor (408A) includes magnetic members and the stator (408B) is provided with plurality of windings (not shown).
[00050] A portion of crankshaft (301) juxtaposes outside the crankcase LH (204L) over which the transmission assembly is operably secured. The transmission assembly is designed to have the centrifugal clutch (304) with two one-way clutches (403, 309). The primary one-way clutch assembly (403) has the primary back plate (404). The crankcase LH (204L) is completely enclosed on its sides except for relevant opening for accommodating the crankshaft (301) and the output shaft/driven shaft (302). The primary one-way clutch assembly (403) and primary back plate (404) is mounted on the crankshaft (301). Ahead of the primary one-way clutch assembly (403) the drive sprocket (307) is mounted on the crankshaft LH (301L). A spacer (405) is placed between the drive sprocket (307) and the primary back plate clutch (404) to maintain gap which avoids rotation of primary back plate (404). For cranking the engine (106) the motor (not shown) having pinion gear (not shown) rotates the primary back plate (404) through the intermediate gear (not shown) via ring gear (not shown). The primary back plate (404) enables the rotation of the crankshaft (301) for cranking the internal combustion (IC) (106) and the ignition system (not shown) enables delivering of spark.
[00051] The secondary one-way clutch assembly (309) is mounted on the driven shaft (302) using threaded fasteners (406). The driven shaft (302) is disposed parallel to the crankshaft (301) towards the rear of the internal combustion (IC) engine (106) and is supported on both the ends by a pair of bearings (407) on the rear portion of the crankcase LH (204L) and housing (203). Further, the power is transferred from the drive sprocket (307) to the driven sprocket (308) through transmission means (305) which is further transferred to the secondary one-way clutch (309) and secondary back plate (303) respectively. further the power from the secondary back plate (303) is transmitted to the driven shaft (302) and then finally to the rear wheel (108) through second driven sprocket (411) which is operatively connected with the rear wheel sprocket (206) (as shown in figure 2) mounted on wheel axle through the chain arrangement (205) (as shown in figure 2).
[00052] The primary one way clutch assembly (403) ensures that, the drive is not transferred from the crankshaft (301) to the ring gear (412).Further, the driven sprocket (308) engages with rollers (410) of secondary one way clutch assembly (309) , wherein the secondary one way clutch assembly (309) transmits power to secondary back plate (303) as both are bolted. Moreover, the secondary one-way clutch assembly (309) is configured to prevent the rotary motion drive from transferring back to the crankshaft (301) and the transmission assembly from the driven shaft (302) during the ideal running of vehicle on road and when vehicle (100) is powered by electric motor (107) (as shown in figure 1).
[00053] Figure 5 illustrates an exploded perspective view of the secondary one-way clutch (309) and the secondary back plate (303) of the transmission assembly where few parts are omitted from the figure, as per preferred embodiment of the present invention. The secondary one-way clutch (309) is secured to the secondary back plate (303), and both are co-axially supported on the driven shaft (302). The secondary back plate (303) which is internally splined (303B) is mounted on external splines (302A) on the end of the driven shaft (302). The secondary back plate (303) comprises of a first set of openings (303A) housing a plurality of cushioning members (501). The cushioning members (501) configured to have axial holes (501A). The secondary one-way clutch (309) comprises of a second set of openings (309A). Due to the annular structure of the secondary one-way clutch (309), the second set of openings (309A) are spaced apart and located on the radially outer annular surface. A stopper plate (502) rests in the secondary back plate (303). The stopper plate (502) is sandwiched between the secondary one-way clutch (309) and the back plate (303). Further, the stopper plate (502) is configured to have a third set of opening (502A). The diameter of the second set of openings (309A) in the secondary one-way clutch (309) and third set of openings (502A) in the stopper plate (502) is smaller than the diameter of the first set of openings (303A) in the secondary back plate (303) to hold the cushioning members (501). The first set of openings (303A) in the secondary back plate (303), the second set of openings (309A) in the secondary one-way clutch (309) and third set of opening (502A) in the stopper plate (502) are co-axial. The secondary back plate (303) and secondary one-way clutch (309) are secured through the threaded fasteners (310) passing through an insert (503), stopper plate (502) which secure themselves against the threaded second set of openings (309A). The insert (503) holds the cushioning members (501) in place during high rpm rotations of the driven shaft (302). Further, the stopper plate (502) is configured to have predetermined profile adapted to arrest the free axial movement of the cushioning members (501). A spacer (504) is disposed between the driven sprocket (308) and the secondary back plate (303) to maintain the gap which avoids rotation. Further, the driven shaft (302) is rotatably mounted using at least one bearing (505) on the crankcase LH (204L).
[00054] Figure 6 illustrates a top view and side view of the stopper plate, as per preferred embodiment of the present invention. The stopper plate (502) configured to have predetermined profile. The profile includes a hollow circular disc shape with predetermined thickness (x). The predetermine thickness (x) ranges from 0.2 millimeter to 3 millimeter. The stopper plate (502) comprising the third set of openings (502A) which are equidistant from each other in a circular path. As per preferred embodiment, each opening (502A) having an angle of 120 degree between them.
[00055] Figure 7(a) and Figure 7(b) illustrates a localized top cut section view of the engine along plane A-A’ with an enlarged view of the secondary one-way clutch and secondary back plate as per first embodiment and as per second embodiment, as per preferred embodiment of the present invention. The rotary motion of the crankshaft (301) is transmitted to the driven shaft (302) through the silent chain (305). The driven sprocket (308) is rotatably mounted on the drive shaft (302). The driven sprocket (308) is configured to have predetermined shape. The predetermined shape includes flange type driven sprocket (308). The secondary one-way clutch (309) is mounted on a web (308A) of driven sprocket (308). Thus, power is transmitted from the crankshaft (301) to the driven sprocket (308) through silent chain (305). This force is transmitted to the roller (410) of the secondary one-way clutch (309), as rollers rolls in clockwise direction and fit between rollers (410) and driven sprocket web (308A) becomes interference fit and thus secondary one-way clutch (309) start rotating in its predetermined direction. The secondary one-way clutch (309) further transmits torque to the threaded fasteners (310) which ultimately transfer it to the secondary back plate (303) through the insert (503) and cushioning members (501). The secondary back plate splines (303B) engage with the splines (302A) (as shown in figure 5) of the driven shaft (302) and transfers power transferred from the crankshaft (301) to the driven shaft (302).
[00056] With reference to the figure 7 (b), the spacer (504) (as shown in fig. 5) and the stopper plate (502) are integrated to the secondary back plate (701) as per preferred embodiment. The secondary back plate (701) is internally splined (701A) and mounted on external splines (not shown) on the end of the driven shaft (302).
[00057] Figure 8 illustrates a localized top cut section view of the engine along plane A-A’, as per third embodiment of the present invention. The driven sprocket (308) is rotatably installed on the bearings (505), wherein bearings (505) are mounted on the driven shaft (302). Further, the secondary back plate (801) configured to have a cup shaped profile which is operatively secured to the secondary one-way clutch (802) which is mounted on the web (308A) of the driven sprocket (308). The secondary back plate (801) is internally splined (801A) and mounted on external splines (not shown) on the end of the driven shaft (302).
[00058] The present invention as per above described embodiments can be implemented in existing transmission assembly without extensive design and layout changes.
[00059] According to above architecture, the primary efficacy of the present invention is enhanced ride quality due to smooth transition from electric motor to engine or vice versa, as the free axial expansion of the cushioning member is avoided due to the stopper plate.
[00060] According to above architecture, the primary efficacy of the present invention is enhanced durability of transmission components, specifically one-way clutch and driven sprocket, as interference of cushioning member is avoided, thus it enhances the durability of roller of one-way clutch. Hence reduces the service cost of the vehicle.
[00061] According to above architecture, the primary efficacy of the present invention that the transmission is compact, low cost and can be accommodated in an existing layout design & space of the internal combustion (IC) engine and transmission assembly since it results in reduced noise, and low vibration operation and efficient working of the internal combustion (IC) engine.
[00062] According to above architecture, the primary efficacy of the present invention is that without changing existing layout of the powertrain the automobile manufacturers can cater to different market segments and users with product offerings and variants meeting demands of respective users as this involve variants in form of size, capacity of vehicle, range of usage, cost, ease of manufacturing, etc.
[00063] According to above architecture as per second embodiment, the primary efficacy of the present invention is reduced part count and cost.
[00064] According to above architecture as per third embodiment, the primary efficacy of the present invention is that cushioning members and fastening means are eliminated, this ensures ease of assembly, reduced part count and cost.
[00065] While the present invention has been shown and described with reference to the foregoing preferred embodiments, it will be apparent to those skilled in the art that changes in form, connection, and detail may be made therein without departing from the spirit and scope of the invention.

List of references

F- Front
R –Rear
C – C’ – Lateral axis
Y – Y’ – Longitudinal axis
100 – Multi wheeled vehicle
101 - Headlight
102 - Front panel
103 - Head tube
104 - Down tube
105 - Sub frame
106 - Internal combustion (IC) engine
107 - Traction motor
108 - Rear wheel
109 - Leg shield
110 - Under-seat cover
111 - A left and a right side panel
112 - Front fender
113 - Reflector
114 - Floorboard
115 - Seat assembly
116 - Rear fender
117 – Front suspension(s)
118 – Rear suspension
119 – Rear lamp assembly
120 – Front wheel
121 – Handle bar assembly
122 – Pillion handle rest
123 – Swing arm
124 – Mirror
201 – Cylinder head cover
202 – Cylinder block
203 – Housing
204L – Crankcase LH
204R - Crankcase RH
205 – Chain arrangement
206 – Wheel sprocket
207 – Cylinder head
301 – Crankshaft
301L – Crankshaft LH
302 – Driven shaft/output shaft
303 – Secondary back plate
303A- First opening in secondary back plate
304 – Centrifugal clutch
304a – Centrifugal clutch drum
305 – Transmission means
306 – Nut
307 –Drive sprocket
308 – Driven sprocket
309 – Secondary one-way clutch as per first embodiment
309A – Second opening in secondary one-way clutch
310 – Plurality of fasteners
401 – Connecting rod
402 – GOPD
403 – Primary one-way clutch
404 – Primary back plate
405 – Spacer for primary one-way clutch
406 – Threaded fastener
407 – Bearing to support driven shaft
408 – Electrical machine
409 – Piston
410 – Rollers of the secondary one-way clutch
411 - Second driven
sprocket
501 – Cushioning member
502 – Stopper plate
502 – Third openings in stopper plate
503 – Insert
504 – Spacer for secondary one-way clutch
505 – Bearing to support driven sprocket
701 – Secondary back plate as per second embodiment
701A – Internal splines in secondary back plate as per second embodiment
801 – Secondary back plate as per third embodiment
801A- Internal splines in secondary back plate as per third embodiment
802 – Secondary one-way clutch as per third embodiment