Claims:We Claim:

1. A powertrain assembly (101) comprising:
a transmission assembly (102), said transmission assembly (102) operable by a gear shifting mechanism configured with:
one or more clutch member (105), said clutch member (105) is operable to establish a driving connection between one or more counter shaft assembly (103) and one or more primary shaft (107);
one or more said counter shaft assembly (103) includes:
one or counter shaft (103A), and
one or drive gears (201A-F); wherein said counter shaft assembly (103) is parallel and alongside a drive shaft assembly (104);
one or more said drive shaft assembly (104) includes:
one or more drive shaft (104A),
one or more driven gears (301A-E),
one or more final drive gear (301F), one or more said final drive gear (301F) is operatively connected to a differential (110).

2. The powertrain assembly (101) as claimed in claim 1, wherein one or more said final drive gear (301F) is positioned between said driven gears (301A-E).

3. The powertrain assembly (101) as claimed in claim 1, wherein said counter shaft assembly (103) includes one or more engaging sleeve member (401A, 401B), wherein one or more said sleeve member (401A, 401B) is axially movably installed on one or more said countershaft shaft (103A) to selectively engage a predetermined gear rotatably disposed on the counter shaft (103A) wherein the predetermined gear is rotatably coupled with a mating gear on the drive shaft (104A).

4. The powertrain assembly (101) as claimed in claim 1, wherein said drive shaft assembly (104) includes one or more synchromesh sleeve assembly (402), wherein one or more said synchromesh sleeve assembly (402) is axially movably coupled on one or more said drive shaft (104A) to selectively engage a predetermined gear rotatably disposed on the counter shaft (104A) wherein the predetermined gear is rotatably coupled with the drive shaft (104A) as well as rotatably coupled with a mating gear on the countershaft (103A).

5. The powertrain assembly (101) as claimed in claim 1, wherein one or more said drive gears (201A-F) includes
one or more first drive gear (201A), and at least one of said first drive gear (201A) is fixedly installed on one more said counter shaft (103A);
one or more second drive gear (201B), and at least one of said second drive gear (201B) is fixedly installed on one or more said counter shaft (103A);
one or more third drive gear (201D), and at least one of said third drive gear (201D) is rotatably installed on one or more said counter shaft (103A);
one or more fourth drive gear (201E), and at least one of said fourth drive gear (201E) is rotatably installed on one or more said counter shaft (103A);
one or more fifth drive gear (201F), and at least one of said fifth drive gear (201F) is rotatably installed on one or more said counter shaft (103A); and
one or more reverse gear (201C), said reverse gear (201C) is fixedly installed on one or more counter shaft (103A).
.
6. The powertrain assembly (101) as claimed in claim 1, wherein one or more said first drive gear (201A), one or more said second drive gear (201B) and one or more said reverse drive gear (201C) are integrated to one or more said counter shaft (103A).

7. The powertrain assembly (101) as claimed in claim 3, wherein one or more said sleeve member (401A, 401B) configured to have slots or lugs (401AA, 401BA) to selectively engage with the lugs or slots (201EA, 201DA, 201FA) of predetermined drive gear.

8. The powertrain assembly (101) as claimed in claim 3, wherein said one or more said sleeve member (401A, 401B) includes one or more primary sleeve member (401A) and one or more secondary sleeve member (401B).

9. The powertrain assembly (101) as claimed in claim 3 or claim 8, wherein one or more said primary sleeve member (401A) is positioned between one or more said third drive gear (201D) and one or more said fourth drive gear (201E) to engage a predetermined gear selectively based on user input.

10. The powertrain assembly (101) as claimed in claim 8, wherein one or more said primary sleeve member (401A) configured to have lugs (401AA) to selectively engage with slots (201DA) of one or more said third drive gear (201D) and one or more said fourth drive gear (201E) based on user input.

11. The powertrain assembly (101) as claimed in claim 8, wherein one or more said secondary sleeve member (401B) is positioned between one or more bearing (109A) and one or more said fifth drive gear (201F) and to engage with one or more said fifth drive gear (201F) based on user input.

12. The powertrain assembly (101) as claimed in claim 8, wherein one or more said secondary sleeve member (401B) configured to have lugs (401BA) to engage with slots (201FA) of one or more said fifth drive gear (201F) based on user input.

13. The powertrain assembly (101) as claimed in claim 1, wherein one or more said driven gears (301A-E) includes
one or more first driven gear (301D), and at least one of said first driven gear (301D) is rotatably installed on one or more said drive shaft(104A);
one or more second driven gear (301E), and at least one of said second driven gear (301E) is rotatably installed on one or more said drive shaft(104A);
one or more third driven gear(301A), and at least one of said third driven gear (301A) is fixedly installed on one or more said drive shaft(104A);
one or more fourth driven gear(301B), and at least one of said fourth driven gear(301B) is fixedly installed on one or more said drive shaft(104A); and
one or more fifth driven gear(301C), and at least one of said fifth driven gear (301C) is fixedly installed on one or more said drive shaft(104A).

14. The powertrain assembly (101) as claimed in claim 13, wherein one or more said third driven gear (301A), one or more said fourth driven gear (301B) and one or more said fifth driven gear (301C) are integrated to one or more said drive shaft (104A).

15. The powertrain assembly (101) as claimed in claim 1, wherein one or more final drive gear (301F) is positioned between one or more said third driven gear (301A) and one or more said fourth driven gear (301B), wherein one or more said final drive gear (301F) is integrated to one or more said drive shaft(104A).

16. The powertrain assembly (101) as claimed in claim 4, wherein one or more synchromesh sleeve assembly (402) is positioned between one or more said first driven gear (301D) and one or more said second driven gear (301E) to engage a predetermined gear selectively based on user input.

17. The powertrain assembly (101) as claimed in claim 5, wherein said reverse drive gear (201C) is fixedly installed on the drive shaft assembly (104) and is operatively coupled to a synchromesh sleeve (402A) of the synchromesh sleeve assembly (402) through an idler gear assembly (501) based on the user input.

18. The powertrain assembly (101) as claimed in claim 17, wherein said idler gear assembly (501) includes an idler shaft (501A) and an idler gear (501B), said idler shaft (501A) is disposed parallel and alongside the counter shaft assembly (103) and the drive shaft assembly (104).

19. The powertrain assembly (101) as claimed in claim 18, wherein said idler gear (501B) is installed on the idler shaft (501A) wherein based on user input, the gear shifting mechanism axially moves the idler gear (501B) to operatively connect with the reverse drive gear (201C) and a gear profile on the synchromesh sleeve (402A) to establish a reverse driving path (RDP).

20. The powertrain assembly (101) as claimed in claim 1, wherein one or more final drive gear (301F), said final drive gear (301F) is fixedly installed one or more said drive shaft (104A).

21. A method of establishing a high torque forward driving path (1FDP, 2FDP) in a transmission assembly (102), the transmission assembly (102) equipped with a gear shift mechanism adapted to engage a synchromesh sleeve assembly (402) based on user input with a selected gear installed on a drive shaft assembly (104), the method including the steps of:
Engaging the synchromesh sleeve assembly (402) with a high torque driven gear (301D, 301E) to effectively establish the high torque forward driving path (1FDP, 2FDP).

22. The method of establishing the high torque forward driving path (1FDP, 2FDP) in the transmission assembly (102) as claimed in claim 21, wherein a method of establishing a first forward driving path (1FDP) including steps of :
Moving a synchromesh sleeve (402A), a synchromesh hub (402C) configured to have internal splines and a meshed key move together to a right side (R);
Pushing a cone of a synchromesh ring (402B) against a cone (301DA) of first driven gear (301D) through the end of the key;
Matching of rotational speed of the synchromesh sleeve (402A) with the rotational speed of the driven gear (301D) to achieve full engagement to transmit the torque and speed based on the first driven gear (301D) according to its gear ratio to a differential (110) through a final drive gear (301F) which is coupled with the differential (110).

23. The method of establishing the high torque forward driving path (1FDP, 2FDP) in the transmission assembly (102) as claimed in claim 21, wherein a method of establishing a second forward driving path (2FDP) including steps of : Moving the synchromesh sleeve (402A), synchromesh hub (402C) and meshed key together to a left (L);
Pushing the cone of the synchromesh ring (402B) against a cone (301EA) of second driven gear (301E) through the end of the key;
Matching of rotational speed of the synchromesh sleeve (402A), with the rotational speed of the second driven gear (301E) to achieve full engagement to transmit the torque and speed based on the second driven gear (301E) according to its gear ratio to the differential (110) through the final drive gear (301F) which is coupled with the differential (110).

24. A method of establishing a low torque forward driving path (3FDP, 4FDP, 5FDP) in a transmission assembly (102), the transmission assembly (102) equipped with a gear shift mechanism adapted to engage the sleeve members (401A,401B) based on user input with a selected gear installed on a counter shaft assembly (103), the method including the steps of:
Engaging the sleeve member (401A, 401B) with low torque drive gear (201D, 201E, 201F) to effectively establish the low torque forward driving path (3FDP, 4FDP, 5FDP).
25. The method of establishing the low torque forward driving path (3FDP, 4FDP, 5FDP) in the transmission assembly (102) as claimed in claim 24, wherein a method of establishing a third forward driving path (3FDP) including steps of :
Moving a primary sleeve member (401A) to a right side (R), during which the slots (201DA) provided at a third drive gear (201D) engage with the lugs (401AA) provided on the primary sleeve member (401A);
Transmitting corresponding torque and speed of a counter shaft (103A) to a third driven gear (301A) installed on a drive shaft (104A) which is further transmitted to a differential (110) through a final drive gear (301F) according to the designed ratio.

26. The method of establishing the low torque forward driving path (3FDP, 4FDP, 5FDP) in the transmission assembly (102) as claimed in claim 24, wherein a method of establishing a fourth forward driving path (4FDP) including steps of :
Moving the primary sleeve member (401A) to the left side (L) during which the lugs (401AA) provided on the primary sleeve member (401A) gets engaged with the slots (201EA) provided on a fourth drive gear (201E);
Transmitting corresponding torque and speed of the counter shaft (103A) to a fourth driven gear (301B) installed on the drive shaft (104A) which is further transmitted to the differential (110) through the final drive gear (301F) according to the designed ratio.

27. The method of establishing the low torque forward driving path (3FDP, 4FDP, 5FDP) in the transmission assembly (102) as claimed in claim 24, wherein a method of establishing a fifth forward driving path (5FDP) including steps of :
Moving a secondary sleeve member (401B) to a right side (R), during which the slots (201FA) provided at a fifth drive gear (201F) engage with the lugs (401BA) provided on the secondary sleeve member (401B);
Transmitting corresponding torque and speed of the countershaft (103A) to a fifth driven gear (301C) installed on a drive shaft (104A) which is further transmitted from to the differential (110) through final drive gear (301F) according to the designed ratio. , Description:TECHNICAL FIELD
[0001] The present subject matter relates to a powertrain assembly. More particularly, to a transmission assembly.

BACKGROUND
[0002] A powertrain includes electromechanical elements i.e. a prime mover, plurality of running gear and control members for controlling these elements. The powertrain can be employed to do a wide variety of mechanical work. It is used to provide motive force for movement of an automobile.

BRIEF DESCRIPTION OF THE DRAWINGS
[0003] The detailed description is explained with reference to an embodiment of powertrain assembly configured to have a multispeed transmission with the accompanying figures. The same numbers are used throughout the drawings to reference like features and components.
[0004] Figure 1 illustrates a perspective of a powertrain assembly (101) in accordance with one example implementation of the present subject matter, where few parts are omitted from the figures.
[0005] Figure 2 illustrates a perspective of the counter shaft assembly (103) in accordance with one example implementation of the present subject matter, where few parts are omitted from the figures.
[0006] Figure 3 illustrates a perspective of the drive shaft assembly (104) in accordance with one example implementation of the present subject matter, where few parts are omitted from the figures.
[0007] Figure 4 illustrates a perspective of the counter shaft assembly (103) and the drive shaft assembly (104) in accordance with one example implementation of the present subject matter, where few parts are omitted from the figures.
[0008] Figure 5A illustrates a top cut section view of the powertrain assembly (101) having multispeed transmission assembly (102) showing gear shifting operation for a first driving path (1FDP) in accordance with one example implementation of the present subject matter, where few parts are omitted from the figures.
[0009] Figure 5B illustrates a top cut section view of the powertrain assembly (101) having multispeed transmission assembly (102) showing gear shifting operation for a second driving path (2FDP) in accordance with one example implementation of the present subject matter, where few parts are omitted from the figures.
[00010] Figure 6A illustrates a top cut section view of the powertrain assembly (101) having multispeed transmission assembly (102) showing gear shifting operation for a third driving path (3FDP) in accordance with one example implementation of the present subject matter, where few parts are omitted from the figures.
[00011] Figure 6B illustrates a top cut section view of the powertrain assembly (101) having multispeed transmission assembly (102) showing gear shifting operation for a fourth driving path (4FDP) in accordance with one example implementation of the present subject matter, where few parts are omitted from the figures.
[00012] Figure 7 illustrates a top cut section view of the powertrain assembly (101) having multispeed transmission assembly (101) showing gear shifting operation for a fifth driving path (5FDP) in accordance with one example implementation of the present subject matter, where few parts are omitted from the figures.
[00013] Figure 8 illustrates a perspective of the counter shaft assembly (103) and the drive shaft assembly (104) with an idler gear assembly (501) showing gear shifting operation for a reverse driving path (RDP)in accordance with one example implementation of the present subject matter, where few parts are omitted from the figures.

DETAILED DESCRIPTION
[00014] Various features and embodiments of the present subject matter here will be discernible from the following further description thereof, set out hereunder. According to an embodiment, powertrain assembly described here is configured to have multispeed transmission assembly. It is contemplated that the concepts of the present invention may be applied to application including thermal station, marine application, and automotive industry. The detailed explanation of the constitution of parts other than the present subject matter which constitutes an essential part has been omitted at suitable places.
[00015] Generally, for a vehicle, there is wide range of performance criteria which includes quantitative features like top speed, acceleration, gradeability etc. But there are several other aspects related to vehicle performance which includes refinement, drivability or driving pleasure. Therefore, it is always a challenge for design engineers to have a right trade-off between several performance features. Therefore, the power from a prime mover is controlled by a transmission assembly and drive line to deliver tractive effort to drive wheels. And all these components, collectively referred as a powertrain assembly, are controlled by user. However, in relation to the powertrain assembly, the two major components are the prime mover and the transmission assembly. The prime mover plays a dominant role in overall vehicle performance. The prime mover converts available energy either electrical or chemical energy into mechanical power that is usually made at a rotating output shaft. However, power generated from the prime mover when transmitted directly to the drive wheels will lead to inappropriate torque because direct drive results in uncontrolled speed or sub optimal speed and operating conditions limiting the ability to achieve best prime mover performance i.e. torque and rpm (revolutions per minute). Therefore, a transmission assembly is provided to achieve best vehicle performance and optimal operating conditions as well as to transmit power from the prime mover to the drive wheels of the vehicle. The design of the transmission assembly is critically important because the prime mover is only available over a limited speed range and hence the transmission assembly is critical in transforming it into usable power at the drive wheels.
[00016] Conventionally, in the powertrains, there is a problem of low torque at low speeds. For example, when the vehicle is climbing a gradient on the road or heavy load is to be pulled there is requirement of a lot of torque at the drive wheels to pull the vehicle, and the powertrain may not be able to provide the same. Further, moving at low speeds with less torque results in loss of fuel economy or range. Whereas, at higher speeds, a predetermined transmission ratio restricts speed at which the vehicle can travel and hence results in loss of fuel economy or range. Therefore, the powertrain may not be able to provide sufficient torque and the prime mover may get stalled / switched off. Hence, a trade-off between torque requirement and fuel economy or range is a difficult challenge since at higher torque requirements, the fuel economy or range drops which is undesirable. In this regard, there are various transmission mechanisms with many modes of switching like manual or automatic are known in the art.
[00017] An automatic transmission is one of the obvious choices but not very desirable as it can adversely affect the vehicle’s mechanical efficiency, fuel consumption or range, and cost. On the other hand, a manual transmission system allows driver to select different speed ratio or gear ratio manually. Hence some special skill of driving is required to operate this type of gear box. Specifically in dense traffic conditions. The manual transmission system has different types which includes sliding mesh type transmission assembly, constant mesh type transmission assembly and synchromesh type of transmission assembly. All these types are known in the arts.
[00018] The sliding mesh type transmission assembly comprises gearing on a main shaft which are configured to move right or left for meshing them with suitable gears on a counter shaft for obtaining different gear ratio. In this sliding mesh type transmission assembly, the gears are meshed by sliding because of which precise level of skill is required to operate this kind of gear box and there are high chances of wear and tear of gears. This kind of transmission assembly typically encompasses spur type gears owing to which during gear shifting the engagement probability is very poor accompanied by noise which irritates the driver and passengers. Additionally, it requires more effort to change the gear. Due to these inherent disadvantages there are more chances of failure since gear tooth while sliding has to bear more impact loading and recurrent changing of gears increases the probabilities of gear failure which results in poor durability and life compared to other type of transmission assembly known in the art. Despite, inherent disadvantages of the sliding mesh type transmission assembly these are preferred due to high efficiency and low cost, so it is challenge for the automobile players to design gear teeth of high stability, durability under fluctuating load albeit same may be achieved by implementing high strength gears which are undesirably costly.
[00019] Further, the manual transmission constant mesh is an improvement over the sliding-mesh type transmission assembly as in constant mesh type transmission assembly configured to have gearing installed on a main shaft, a lay shaft and a clutch shaft which are in continuous mesh with each other, where the shifting of gear is obtained by a sliding of clutch member i.e. dog clutches over the splined main shaft in order to obtain torque output. Yet the shifting operation of gear is accompanied by noise and is not smooth because of the difference in speed or rpm of the lay shaft, main shaft and clutch shaft at the time of shifting. Moreover, it is less efficient and costlier as compare to other type of gear boxes known in the art. The cost is higher due to additional components like dog clutches. The driver requires tremendous skill to operate this type of transmission system. That gave way to the synchromesh type transmission assembly.
[00020] The synchronous type transmission assembly ensures the smooth and quiet shifting of gears due to the use of synchromesh devices; these synchromesh devices help in bringing the same speed of all the shafts using frictional contact before the meshing of the suitable gears and also causes less wear and tear to the gears. That means operator no longer have to trouble themselves with the inevitability of double declutching during false engagement as they would in the sliding mesh transmission assembly or constant mesh transmission assembly. Besides the known advantages of the synchromesh type transmission assembly, it involves high cost due to inbuilt complex design and mechanism. So, there exists a challenge for the automobile players to design a cost-effective transmission assembly which is more efficient, ease to operate and less costly. The trade-off between efficiency and cost is critical aspect for the automobile players. At the same time the design should be so compact which will enable flexibility across different layouts and platforms of product architectures.
[00021] Further, with increasing scale and power transmission capacity, the weight of the transmission assembly increases because of the plurality of gears, and associated parts. Therefore, the increased capacity albeit at a cost of increased size and weight severely affects power-to-weight ratio. Moreover, increase in the size of an outer casing of the powertrain affects its space occupied in the vehicle and involves more cost to due complex machinability of intrinsic parts. This also increases the cost of the powertrain extensively.Further; pluralities of parts adversely affect the efficiency and mechanical reliability of the powertrain.
[00022] Therefore, designing an efficient and small size powertrain in a compact layout involves extensive design and layout challenges, which is not only difficult but also cumbersome to access during service / repair. The critical issues involved in the design of the powertrain is to consider improving efficiency, better operability and reduce transmission losses and at the same time retain its attractive features of low cost and easy drivability.
[00023] Due to above problem of scaling and weight of powertrain for various application, the present subject matter aims to address the above drawbacks by providing an efficient and compact transmission assembly for a powertrain assembly which assures good probability of engagement during gear shifting.
[00024] Further, it is another object of the invention to provide an efficient transmission assembly which assures smooth gear shifting operation with less noise during gear shifting operation.
[00025] It is yet another aspect of the invention to provide a cost effective and efficient transmission assembly for the powertrain assembly which is compact in design with reduced part count leading to less weight.
[00026] To achieve this aim, the solution proposed is effective yet simple in construction, wherein a final drive gear is disposed between the driven gears installed on a drive shaft. This in turn reduces the size of the transmission assembly. Further, the transmission assembly is configured with a combination of a synchromesh sleeve assembly and sleeve assembly with lug and slot mechanism. As per an embodiment, the transmission assembly is configured to engage the synchromesh sleeve assembly in higher torque gears which are frequently used in traffic conditions thereby eliminating undesirable struggle for the users typically experienced during traffic conditions.
[00027] With the above design changes, the following advantages can be obtained such as compact size and less weight of powertrain assembly with reduced cost assuring smooth gear shifting operation with less noise during gear shifting.
[00028] According to the present subject matter to attain the above mentioned objectives, a first characteristic of the present invention is a powertrain assembly wherein said powertrain assembly comprising: a transmission assembly operable by a shifting mechanism configured with one or more clutch member, said clutch member is operable to establish a driving connection between one or more counter shaft assembly and one or more primary shaft. One or more counter shaft assembly includes one or counter shaft, and one or more drive gears. One or more said counter shaft assembly is in parallel and disposed alongside one or more drive shaft assembly. One or more said drive shaft assembly includes one or more drive shaft, and one or more driven gears; one or more final drive gear.
[00029] In addition to the first characteristic, a second characteristic of the present invention is the powertrain assembly wherein one or more said final drive gear is operatively connected to a differential, wherein one or more said final drive gear is positioned between said driven gears.
[00030] In addition to the first characteristic, a third characteristic of the present invention is the powertrain assembly wherein one or more said counter shaft assembly includes one or more sleeve member, wherein one or more said sleeve member is axially movably installed on one or more said countershaft shaft to engage a predetermined gear selectively.
[00031] In addition to the first characteristic, a fourth characteristic of the present invention is the powertrain assembly, wherein one or more said drive shaft assembly includes one or more synchromesh sleeve assembly, wherein one or more said synchromesh sleeve assembly is axially movably installed on one or more said drive shaft to engage a predetermined gear selectively.
[00032] In addition to the first characteristic, a fifth characteristic of the present invention is the powertrain assembly, wherein one or more said drive gears includes one or more first drive gear, and at least one of said first drive gear is fixedly installed on one more said counter shaft; one or more second drive gear, and at least one of said second drive gear is fixedly installed on one or more said counter shaft; one or more third drive gear, and at least one of said third drive gear is rotatably installed on one or more said counter shaft; one or more fourth drive gear, and at least one of said fourth drive gear is rotatably installed on one or more said counter shaft; one or more fifth drive gear, and at least one of said fifth drive gear is rotatably installed on one or more said counter shaft; and one or more reverse drive gear, and at least one of said reverse drive gear is fixedly installed on one or more said counter shaft.
[00033] In addition to the first characteristic, a sixth characteristic of the present invention is the powertrain assembly, wherein one or more said first drive gear, one or more said second drive gear and one or more said reverse drive gear are integrated to one or more said counter shaft.
[00034] In addition to the first characteristic and third characteristic, a seventh characteristic of the present invention is the powertrain assembly, wherein one or more said sleeve member is configured to have slots or lugs to engage with the lugs or slots of predetermined drive gear selectively.
[00035] In addition to the first characteristic and third characteristic, a eight characteristic of the present invention is the powertrain assembly, wherein one or more said sleeve member includes one or more primary sleeve member and one or more secondary sleeve member.
[00036] In addition to the first characteristic, third characteristic and eight characteristic, an ninth characteristic of the present invention is the powertrain assembly, wherein one or more said secondary sleeve member is positioned between one or more bearing and one or more said fifth drive gear to engage with one or more said fifth drive gear based on user input.
[00037] In addition to the first characteristic, eight characteristic, a tenth characteristic of the present invention is the powertrain assembly, wherein one or more said secondary sleeve member is configured to have lugs to engage with slots of one or more said fifth drive gear based on user input.
[00038] In addition to the first characteristic and eight characteristic, a eleventh characteristic of the present invention is the powertrain assembly, wherein one or more said primary sleeve member is positioned between one or more said third drive gear and one or more said fourth drive gear to engage a predetermined gear selectively based on user input.
[00039] In addition to the first characteristic and eight characteristic, a twelfth characteristic of the present invention is the powertrain assembly, wherein one or more said primary sleeve member is configured to have lugs to engage with slots of one or more said third drive gear and one or more said fourth drive gear selectively based on user input.
[00040] In addition to the first characteristic, a thirteen characteristic of the present invention is the powertrain assembly, wherein one or more said driven gears includes one or more first driven gear, and at least one of said first driven gear is rotatably installed on one or more said drive shaft; one or more second driven gear, and at least one of said second driven gear is rotatably installed on one or more said drive shaft; one or more third driven gear, and at least one of said third driven gear is fixedly installed on one or more said drive shaft; one or more fourth driven gear, and at least one of said fourth driven gear is fixedly installed on one or more said drive shaft; one or more fifth driven gear, and at least one of said fifth driven gear is fixedly installed on one or more said drive shaft.
[00041] In addition to the first characteristic and thirteen characteristic, a fourteen characteristic of the present invention is the powertrain assembly, wherein one or more said third driven gear, one or more said fourth driven gear and one or more said fifth driven gear are integrated to one or more said drive shaft.
[00042] In addition to the first characteristic, a fifteen characteristic of the present invention is the powertrain assembly, wherein one or more final drive gear is positioned between one or more said third driven gear and one or more said fourth driven gear, wherein one or more said final drive gear is integrated to one or more said drive shaft.
[00043] In addition to the first characteristic and fourth characteristic, a sixteenth characteristic of the present invention is the powertrain assembly, wherein one or more synchromesh sleeve assembly is positioned between one or more said first driven gear and one or more said second driven gear to engage a predetermined gear selectively based on user input.
[00044] In addition to the first characteristic and fifth characteristic, a seventeenth characteristic of the present invention is the powertrain assembly, wherein said reverse drive gear is fixedly installed on the drive shaft assembly which operatively connects to a synchromesh sleeve of the synchromesh sleeve assembly through an idler gear assembly based on the user input.
[00045] In addition to the first characteristic and seventeenth characteristic, a eighteenth characteristic of the present invention is the powertrain assembly, wherein said idler gear assembly includes an idler shaft and an idler gear, said idler shaft is disposed parallel and alongside the counter shaft assembly and the drive shaft assembly.
[00046] In addition to the first characteristic and eighteenth characteristic, an nineteenth characteristic of the present invention is the powertrain assembly, wherein said idler gear is installed on the idler shaft wherein based on user input, the gear shifting mechanism axially moves the idler gear to operatively connect with the reverse drive gear and a gear profile on the synchromesh sleeve to establish a reverse driving path.
[00047] In addition to the first characteristic, twentieth characteristic of the present invention is the powertrain assembly, wherein one or more final drive gear, said final drive gear is fixedly installed on one or more said drive shaft.
[00048] The abovementioned object is further achieved by a method of establishing a high torque forward driving path and low torque forward driving path. The high torque forwards driving path comprising of a first forward driving path and a second forward driving path. Further, the low torque forward driving path comprising a third forward driving path, a fourth forward driving path and a fifth forward driving path.
[00049] As per present invention the twenty-first characteristic is to establish the high torque forward driving path in a transmission assembly, the transmission assembly equipped with a gear shift mechanism adapted to engage an synchromesh sleeve assembly based on user input with a selected gear installed on a drive shaft assembly, the method including the steps of engaging the synchromesh sleeve assembly with a high torque driven gear to effectively establish the high torque forward driving path.
[00050] In addition to the twenty-first one characteristic, a twenty-second characteristic of the present invention is the powertrain assembly, wherein a method of establishing the first forward driving path including steps of moving a synchromesh sleeve, a synchromesh hub configured to have internal splines and a meshed key move together to a right side; Pushing a cone of a synchromesh ring against a cone of first driven gear through the end of the key; Matching of rotational speed of the synchromesh sleeve with the rotational speed of the driven gear to achieve full engagement to transmit the torque and speed based on the first driven gear according to its gear ratio to a differential through a final drive gear which is coupled with the differential.
[00051] In addition to the twenty one characteristic, a twenty-third characteristic of the present invention is the powertrain assembly, wherein a method of establishing the second forward driving path including steps of moving the synchromesh sleeve, synchromesh hub and meshed key together to a left; Pushing the cone of the synchromesh ring against a cone of second driven gear through the end of the key; Matching of rotational speed of the synchromesh sleeve, with the rotational speed of the second driven gear to achieve full engagement to transmit the torque and speed based on the second driven gear according to its gear ratio to the differential through the final drive gear which is coupled with the differential.
[00052] A twenty-fourth characteristic of the present invention is the powertrain assembly, wherein a method of establishing the low torque forward driving path in an transmission assembly, the transmission assembly equipped with a gear shift mechanism adapted to engage the sleeve members based on user input with a selected gear installed on a counter shaft assembly (103), the method including the steps of engaging the sleeve member with low torque drive gear to effectively establish the low torque forward driving path.
[00053] In addition to the twenty fourth characteristic, a twenty-fifth characteristic of the present invention is the powertrain assembly, wherein a method of establishing the third forward driving path including steps of moving a primary sleeve member to a right side, during which the slots provided at a third drive gear engage with the lugs provided on the primary sleeve member; Transmitting corresponding torque and speed of a counter shaft to a third driven gear installed on a drive shaft which is further transmitted to a differential through a final drive gear according to the designed ratio.
[00054] In addition to the twenty fourth characteristic, a twenty-sixth characteristic of the present invention is the powertrain assembly, wherein a method of establishing the fourth forward driving path including steps of moving the primary sleeve member to the left side during which the lugs provided on the primary sleeve member gets engaged with the slots provided on a fourth drive gear; Transmitting corresponding torque and speed of the counter shaft to a fourth driven gear installed on the drive shaft which is further transmitted to the differential through the final drive gear according to the designed ratio.
[00055] In addition to the twenty fourth characteristic, a twenty-seventh characteristic of the present invention is the powertrain assembly, wherein a method of establishing the fifth forward driving path including steps of :Moving a secondary sleeve member to a right side, during which the slots provided at a fifth drive gear engage with the lugs provided on the secondary sleeve member; Transmitting corresponding torque and speed of the countershaft to a fifth driven gear installed on a drive shaft which is further transmitted from to the differential through final drive gear according to the designed ratio.
[00056] The foregoing disclosure is not intended to limit the present disclosure to the precise forms or particular fields of use disclosed. As such, it is contemplated that various alternate embodiments and/or modifications to the present disclosure, whether explicitly described or implied herein, are possible in light of the disclosure. Having thus described embodiments of the present disclosure, a person of ordinary skill in the art will recognize that changes may be made in form and detail without departing from the scope of the present disclosure. Thus, the present disclosure is limited only by the claims.
[00057] In the foregoing specification, the disclosure has been described with reference to specific embodiments. However, as one skilled in the art will appreciate, various embodiments disclosed herein can be modified or otherwise implemented in various other ways without departing from the spirit and scope of the disclosure. Accordingly, this description is to be considered as illustrative and is for the purpose of teaching those skilled in the art the manner of making and using various embodiments of the disclosure. It is to be understood that the forms of disclosure herein shown and described are to be taken as representative embodiments. Equivalent elements, materials, processes or steps may be substituted for those representatively illustrated and described herein. Moreover, certain features of the disclosure may be utilized independently of the use of other features, all as would be apparent to one skilled in the art after having the benefit of this description of the disclosure. Expressions such as “including”, “comprising”, “incorporating”, “consisting of”, “have”, “is” used to describe and claim the present disclosure are intended to be construed in a non-exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural.
[00058] Further, various embodiments disclosed herein are to be taken in the illustrative and explanatory sense, and should in no way be construed as limiting of the present disclosure. All joinder references (e.g., attached, affixed, coupled, connected, etc.) are only used to aid the reader's understanding of the present disclosure, and may not create limitations, particularly as to the position, orientation, or use of the systems and/or methods disclosed herein. Therefore, joinder references, if any, are to be construed broadly. Moreover, such joinder references do not necessarily infer that two elements are directly connected to each other.
[00059] Additionally, all numerical terms, such as, but not limited to, “first”, “second”, “third”, “primary”, “secondary”, “main” or any other ordinary and/or numerical terms, should also be taken only as identifiers, to assist the reader's understanding of the various elements, embodiments, variations and/or modifications of the present disclosure, and may not create any limitations, particularly as to the order, or preference, of any element, embodiment, variation and/or modification relative to, or over, another element, embodiment, variation and/or modification.
[00060] It will also be appreciated that one or more of the elements depicted in the drawings/figures can also be implemented in a more separated or integrated manner, or even removed or rendered as inoperable in certain cases, as is useful in accordance with a particular application. Additionally, any signal hatches in the drawings/figures should be considered only as exemplary, and not limiting, unless otherwise specifically specified.
[00061] The embodiments of the present invention will now be described in detail with reference to the accompanying drawings.
[00062] Figure 1 illustrates a perspective of a powertrain assembly (101) in accordance with one example implementation of the present subject matter, where few parts are omitted from the figures. The powertrain assembly (101) includes a transmission assembly (102). The transmission assembly (102) includes a clutch member (105) installed at one end of a countershaft assembly (103). The clutch member (105) is operable to establish a driving connection between the counter shaft assembly (103) and a primary shaft (107).The primary shaft (107) is installed with a primary drive gear (106) at one of its end. The primary drive gear (106) is in direct mesh with a primary driven gear (108). As per one implementation, the primary driven gear (108) is integrated with the clutch member (105). Therefore, when the primary shaft (107) rotates the torque is transmitted from the primary drive gear (106) to the primary driven gear (108) mounted on the counter shaft assembly (103). The counter shaft assembly (103) is supported by bearing (109A) on a housing (not shown) at both its ends. A drive shaft assembly (104) is disposed parallel and alongside the counter shaft assembly (103). The drive shaft assembly (104) is supported by bearing (109B) on the housing (not shown) at both of its ends. The drive shaft assembly (104) is operatively connected to the drive wheels (not shown), through a differential (110).
[00063] Figure 2 illustrates a perspective of the counter shaft assembly (103) in accordance with one example implementation of the present subject matter, where few parts are omitted from the figures. The counter shaft assembly (103) includes a counter shaft (103A) and plurality of drive gears (201A-F). The plurality of drive gears (201A-F) includes a first drive gear (201A), a second drive gear (201B) , a reverse drive gear (201C),a third drive gear (201D) (as shown in fig. 4) a fourth drive gear (201E) (as shown in fig. 4) and fifth drive gear (201F) (as shown in fig. 4),. The first drive gear (201A), second drive gear (201B) and the reverse drive gear (201C) are fixedly installed to the counter shaft (103A). As per alternative embodiment, the first drive gear (201A), second drive gear (201B) and the reverse drive gear (201C) are integrated to the counter shaft (103A). The counter shaft (103A) is configured to have plurality of splines (103B).
[00064] Figure 3 illustrates a perspective of the drive shaft assembly (104) in accordance with one example implementation of the present subject matter, where few parts are omitted from the figures. The drive shaft assembly (104) includes drive shaft (104A) and plurality of driven gears (301A-E) and a final drive gear (301F). The plurality of driven gears (301A-E) includes a third driven gear (301A), a fourth driven gear (301B), a fifth driven gear (301C), a first driven gear (301D) (as shown in fig. 4) and a second driven gear (301E) (as shown in fig. 4). The third driven gear (301A), fourth driven gear (301B), fifth driven gear (301C) and the final drive gear (301F) are fixedly installed on the drive shaft (104A). As per one implementation, the final drive gear (301F) is integrated with the drive shaft (104A). The drive shaft (104A) is configured to have splines (104B).
[00065] Figure 4 illustrates a perspective of the counter shaft assembly (103) and the drive shaft assembly (104) in accordance with one example implementation of the present subject matter, where few parts are omitted from the figures. The counter shaft assembly (104) is configured to have plurality of drive gears (201A-F).The plurality of drive gears (201A-F) includes first drive gear (201A), second drive gear (201B), third drive gear (201D), fourth drive gear (201E), fifth drive gear (201F) and reverse drive gear (201C). The third drive gear (201D), fourth drive gear (201E) and the fifth drive gear (201F) are rotatably installed on the counter shaft (103A) coupled with one or more splines (103B) (as shown in Fig 2). One or more gear engaging sleeve members (401A, 401B) are installed on the counter shaft (103A) such that both the sleeve members (401A, 401B) are coupled with the splines (103B) on the counter shaft (103A) to enable torque transfer from the counter shaft (103A) to the respective drive gear (201D, 201E or 201F). The sleeve member (401A, 401B) includes a primary sleeve member (401A) and a secondary sleeve member (401B). The primary sleeve member (401A) is positioned between the third drive gear (201D) and the fourth drive gear (201E) to selectively engage a predetermined third drive gear (201D) or the fourth drive gear (201E) based on user input. Further, the secondary sleeve member (401B) is positioned between the bearing (109A) and the fifth drive gear (201F) to engage with the fifth drive gear (201F) based on user input and achieve torque transfer. Further, the drive shaft assembly (104) is configured to have plurality of driven gears (301A-E). The plurality of driven gears (301A-E) includes a first driven gear (301D), a second driven gear (301E), third driven gear (301A), fourth driven gear (301B), fifth driven gear (301C) and the final drive gear (301F). The first driven gear (301D) and second driven gear (301E) are rotatably installed using one or more bearings (not shown) on the drive shaft (104A). A synchromesh sleeve assembly (402) is axially movably installed on spline (104B) of the drive shaft (104A) to selectively engage with the first driven gear (301D) or the second driven gear (301E) based on user input. Therefore based on the engagement of the synchromesh sleeve assembly (402) either with first drive gear (301D) or the second driven gear (301E) the drive torque is transferred from the counter shaft (103A) to the drive shaft (104A) through the coupling between the synchromesh sleeve assembly (402) and the spline (104B).
[00066] Figure 5A illustrates a top cut section view of the powertrain assembly (101) having multispeed transmission assembly (102) showing gear shifting operation for a first driving path (1FDP) in accordance with one example implementation of the present subject matter, where few parts are omitted from the figures for brevity. The synchronizer sleeve assembly (402) comprises a synchronizer sleeve (402A), at least two synchronizer rings (402B), and a synchronizer hub (402C). Based on user input the gear shifting mechanism moves the synchromesh sleeve (402A), the synchromesh hub (402C) configured to have internal splines (not shown) and a meshed key (not shown) move together to the right side (R). The end of the key (not shown) pushes the cone of the synchromesh ring (402B) against a cone (301DA) of first driven gear (301D). This creates a frictional coupling between the two and the frictional force transmits the rotation force or torque of the synchromesh sleeve (402A) to the first driven gear (301D). Finally, within short span of time, the synchromesh sleeve (402A), which is coupled onto the drive shaft (104A) through spline (104B), matches with the rotational speed of the driven gear (301D) and quickly achieves full engagement to transmit the torque and speed based on the first driven gear (301D) according to its gear ratio to the differential (110) (as shown in fig. 1) through the final drive gear (301F) which is coupled with the differential (110) . It effectively establishes first forward driving path (1FDP).
[00067] Figure 5B illustrates a top cut section view of the powertrain assembly (101) having multispeed transmission assembly (102) showing gear shifting operation for a second driving path (2FDP) in accordance with one example implementation of the present subject matter, where few parts are omitted from the figures. Based on user inputs the gear shifting mechanism moves the synchromesh sleeve (402A), synchromesh hub (402C) and meshed key (not shown) together to the left (L). The end of the key (not shown) pushes the cone of the synchromesh ring (402B) against the cone (301EA) of the second driven gear (301E). This creates a frictional coupling between the two and the frictional force transmits the rotation force or torque of the synchromesh sleeve (402A) to the second driven gear (301E). Finally, within short span of time, the synchromesh sleeve (402A) which is coupled onto the drive shaft (104A) through spline (104B), matches with the rotational speed of the driven gear (301E) and quickly achieves full engagement to transmit the torque and speed based on the second driven gear (301E) according to its ratio is transmitted to the differential (110) (as shown in fig. 1) through final drive gear (301F). It effectively establishes second forward driving path (2FDP).
[00068] Figure 6A illustrates a top cut section view of the powertrain assembly (101) having multispeed transmission assembly (102) showing gear shifting operation for a third driving path (3FDP) in accordance with one example implementation of the present subject matter, where few parts are omitted from the figures. The primary sleeve member (401A) configured to have lugs (401AA) to selectively engage with slots (201DA) of said third drive gear (201D) and said fourth drive gear (201EA) based on user input. Based on user inputs, the gear shifting mechanism axially moves the primary sleeve member (401A) to the right side (R), during which the slots (201DA) provided at the third drive gear (201D) engage with the lugs (401AA) provided on primary sleeve member (401A) whereby the third driven gear (301A) comes into continuous coupling or engagement with the third drive gear (201D). This engagement transmits the corresponding torque and speed of the counter shaft (103A) to the third driven gear (301A) installed on the drive shaft (104A) which is further transmitted to the differential (110) (as shown in figure 1) through final drive gear (301F) according to the designed ratio. It effectively establishes third forward driving path (3FDP).
[00069] Figure 6B illustrates a top cut section view of the powertrain assembly (101) having multispeed transmission assembly (102) showing gear shifting operation for a fourth driving path (4FDP) in accordance with one example implementation of the present subject matter, where few parts are omitted from the figures. Based on user input, the gear shifting mechanism axially moves the primary sleeve member (401A) to the left side (L) during which the lugs (401AA) provided on the primary sleeve member (401A) gets engaged with the slots (201EA) provided on the fourth drive gear (201E) where the fourth driven gear (301B) comes into continuous coupling or engagement with the fourth drive gear (201E). This engagement transmits the corresponding torque and speed of the countershaft (103A) to the fourth driven gear (301B) installed on the drive shaft (104A). This is further transmitted to the differential (110) (as shown in figure 1) through final drive gear (301F) according to the designed ratio. It effectively establishes the fourth forward driving path (4FDP).
[00070] Figure 7 illustrates a top cut section view of the powertrain assembly (101) having multispeed transmission assembly (101) showing gear shifting operation for a fifth driving path (5FDP) in accordance with one example implementation of the present subject matter, where few parts are omitted from the figures. The secondary sleeve member (401B) is configured to have lugs (401BA) to engage with slots (201FA) of said fifth drive gear (201F). Based on user inputs, the gear shifting mechanism moves the secondary sleeve member (401B) to the right side (R), during which the slots (201FA) provided at the fifth drive gear (201F) engage with the lugs (401BA) provided on secondary sleeve member (401B) where the fifth driven gear (301C) comes in continuous engagement or coupling with the fifth drive gear (201F). This engagement transmits the corresponding torque and speed of the countershaft (103A) to the fifth driven gear (301C) installed on the drive shaft (104A). This is further transmitted from to the differential (110) (as shown in figure 1) through final drive gear (301F) according to the designed ratio. It effectively establishes fifth forward driving path (5FDP).
[00071] Figure 8 illustrates a perspective of the counter shaft assembly (103) and the drive shaft assembly (104) with an idler gear assembly (501) in accordance with one example implementation of the present subject matter, where few parts are omitted from the figures for brevity. The reverse drive gear (201C) is fixedly installed on the drive shaft assembly (104) such that it operatively connects to a synchromesh sleeve (402A) of the synchromesh sleeve assembly (402) through an idler gear assembly (501) based on user inputs. A portion of synchromesh sleeve (402A) configured to have gear profile adapted to mesh with idler gear assembly (501). The idler gear assembly (501) includes an idler shaft (501A) and an idler gear (501B). The idler shaft (501A) is disposed parallel and alongside the counter shaft assembly (103) and the drive shaft assembly (104). The idler gear (501B) is installed on the idler shaft (501A). Based on user input, the gear shifting mechanism axially moves the idler gear (501B) to operatively couple with the reverse drive gear (201C) and the idler gear (501B) is also operatively connected to the gear profile of synchromesh sleeve (402A) thereby reversing the direction of torque transfer from the countershaft (103A) to the drive shaft (104A) to effectively establish a reverse driving path (RDP).
[00072] According to above architecture, the primary efficacy of the present invention is that, the layout of the final drive between the driven gears reduces the size of the transmission assembly which in turn provides a compact powertrain enabling more luggage or cargo space in the commercial or noncommercial vehicles with improved power to weight ratio.
[00073] According to above architecture, the primary efficacy of the present invention is that the transmission assembly ensures smooth engagement of gears accompanied by less noise during gear shifting due to synchromesh sleeve assembly in higher torque gears thereby eliminating undesirable struggle for the drivers typically experienced during traffic conditions from neutral to establish high torque forward driving path and high torque forward driving path to low torque forward driving path and also during the down shifting from low torque forward driving path to high torque forward driving path and high torque forward driving path to neutral. The present subject matter enables eliminating fatigue of the driver. This ease of operation and comfort, which is achieved while changing the low torque gears speed gears and vice versa, is due to inertial cum smooth engagement effects at corresponding speeds of the overall gear train system as well as the synchromesh assembly. Also, the disclosed subject matter involves a smaller number of operations by configuring a lug and slot shifting mechanism which is more efficient. The provision of lug and slot leads to use of standardized parts across different types of transmission system viz. synchromesh or the like and also achieves the flexibility in the design with less cost.
[00074] According to above architecture, the primary efficacy of the present invention is that the transmission assembly ensures more driver comfort as the double declutching is avoided and tremendous skill required to change gears is avoided at the driver end.
[00075] 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

R Right direction
L Left direction
1FDP First gearing - forward driving path
2FDP Second gearing - forward driving path
3FDP Third gearing - forward driving path
4FDP Fourth gearing - forward driving path
5FDP Fifth gearing - forward driving path
RDP Reverse driving path
101 Power train assembly
102 Transmission assembly
103 Counter shaft assembly
103A Counter shaft
103B Splines on counter shaft
104 Drive shaft assembly
104A Drive shaft
104B Splines on drive shaft
105 Clutch member
106 Primary drive gear
107 Primary shaft
108 Primary driven gear
109A Bearings to support counter shaft assembly
109B Bearings to support drive shaft assembly
110 Differential
201A First drive gear
201B Second drive gear
201C Reverse gear
201D Third drive gear
201DA Slots in third drive gear
201E Fourth drive gear
201EA Slots in fourth drive gear
201F Fifth drive gear
201FA Slots in fifth drive gear
301A Third driven gear
301B Fourth driven gear
301C Fifth driven gear
301F Final drive gear
301E Second driven gear
301EA Cone on second driven gear
301D First driven gear
301DA Cone on first driven gear
401A Primary sleeve member
401AA Lugs in primary sleeve member
401B Secondary sleeve member
401BA Lugs in secondary sleeve member
402 Synchromesh sleeve assembly
402A Synchromesh sleeve
402B Synchromesh ring
402C Synchromesh hub
501 Idler gear assembly
501A Idler shaft
501B Idler gear