DESC:TECHNICAL FIELD
The present disclosure relates generally to the field of automobiles. More particularly, the present disclosure relates to a power transmission assembly for a vehicle.
BACKGROUND
Transmission assemblies are well known for delivering power or torque in a vehicle. The transmission assemblies include various gear trains that transmits the torque from one component to another component. One of such components is a shaft that facilitates torque transmission in the vehicle. The shaft plays a very crucial part in the automobile as it transmits power from engine / motor to the wheel.
Conventional shafts generally needs a latch or locking pin in order to mount the shaft in the hub. Such locking pins creates unbalanced rotation in the wheel. Such unbalanced rotation in the wheel causes more vibration. These vibrations loosen other fasteners in the vehicle and creates shear damages in the vehicle. Another major disadvantage is loose coupling that cause energy wastage. These loose coupling generates vibration while rotation and generates a constant noise. Another major disadvantage of the conventional shaft is that these shafts require high maintenance and also manufacturing cost is too high.
Therefore, there exists a need for a more efficient power transmission assembly that is capable of solving afore mentioned problems.
SUMMARY
In view of the foregoing, a power transmission assembly is disclosed. The power transmission assembly includes an accelerator, a controller, a motor, a gearbox, and a plurality of drive shafts. The accelerator is adapted to generate a drive signal, such that an intensity of the drive signal corresponds to an amount of actuation of the accelerator. The controller is coupled to the accelerator and adapted to determine a torque value corresponding to the intensity of the drive signal. The motor is coupled to the controller and adapted to generate a torque corresponding to the torque value. The gearbox is coupled to the motor and adapted to receive the torque from the motor. The plurality of drive shafts coupled to the gearbox such that, upon receipt of the torque from the motor, the gearbox is adapted to rotate each drive shaft of the plurality of drive shafts to facilitate propulsion of the vehicle. Each drive shaft of the plurality of drive shafts includes a mount portion that is locked in a bore of a respective rear rim of a plurality of rear rims to facilitate coupling of each drive shaft of the plurality of drive shafts with corresponding rear rim of the plurality of rear rims.
In some embodiments of the present disclosure, the power transmission assembly further includes a battery that is coupled to the controller and adapted to provide an electric energy to the controller.
In some embodiments of the present disclosure, the power transmission assembly further includes a drive wire that is disposed between the accelerator and the controller. The drive wire facilitates to transmit the drive signal from the accelerator to the controller.
In some embodiments of the present disclosure, the motor is coupled to the gearbox with a gear ratio of 10:1.
In some embodiments of the present disclosure, the motor is a permanent magnet synchronous motor.
In some aspects of the present disclosure, a vehicle is disclosed. The vehicle includes a power transmission assembly and a plurality of rear rims. The power transmission assembly includes an accelerator, a controller, a motor, a gearbox, a plurality of drive shafts and a plurality of rear rims. The accelerator is adapted to generate a drive signal such that an intensity of the drive signal corresponds to an amount of actuation of the accelerator. The controller is coupled to the accelerator and is adapted to determine a torque value corresponding to the intensity of the drive signal. The motor is coupled to the controller and adapted to generate a torque corresponding to the torque value. The gearbox is coupled to the motor and adapted to receive the torque from the motor. The plurality of drive shafts coupled to the gearbox such that upon receipt of the torque from the motor, the gearbox is adapted to rotate each drive shaft of the plurality of drive shafts to facilitate propulsion of the vehicle. Each rear rim of the plurality of rear rims includes a bore such that the mount portion locks in the bore of respective rear rim of the plurality of rear rims to facilitate coupling of each drive shaft of the plurality of drive shafts with corresponding rear rim of the plurality of rear rims.
In some embodiments of the present disclosure, each rear rim of the plurality of rear rims includes a pair of plates such that each plate of the pair of plates have a diameter of 16 inches.
BRIEF DESCRIPTION OF DRAWINGS
The above and still further features and advantages of aspects of the present disclosure becomes apparent upon consideration of the following detailed description of aspects thereof, especially when taken in conjunction with the accompanying drawings, and wherein:
FIG. 1 illustrates a perspective view of a vehicle, in accordance with an embodiment of the present disclosure;
FIG. 2 illustrates a top view of the vehicle of FIG. 1, in accordance with an embodiment of the present disclosure;
FIG. 3 illustrates a schematic arrangement of a first drive shaft with respect to a motor and a first rear rim of the vehicle of FIG. 1, in accordance with an embodiment of the present disclosure;
FIG. 4 illustrates a perspective view of the first rear rim of the vehicle of FIG. 1, in accordance with an embodiment of the present disclosure; and
FIG. 5 illustrates a top view of the first drive shaft of the vehicle of FIG. 1, in accordance with an embodiment of the present disclosure.
To facilitate understanding, like reference numerals have been used, where possible, to designate like elements common to the figures.

DETAILED DESCRIPTION
Various aspects of the present disclosure provide a power transmission assembly of a vehicle. The following description provides specific details of certain aspects of the disclosure illustrated in the drawings to provide a thorough understanding of those aspects. It should be recognized, however, that the present disclosure can be reflected in additional aspects and the disclosure may be practiced without some of the details in the following description.
The various aspects including the example aspects are now described more fully with reference to the accompanying drawings, in which the various aspects of the disclosure are shown. The disclosure may, however, be embodied in different forms and should not be construed as limited to the aspects set forth herein. Rather, these aspects are provided so that this disclosure is thorough and complete, and fully conveys the scope of the disclosure to those skilled in the art. In the drawings, the sizes of components may be exaggerated for clarity.
It is understood that when an element or layer is referred to as being “on,” “connected to,” or “coupled to” another element or layer, it can be directly on, connected to, or coupled to the other element or layer or intervening elements or layers that may be present. As used herein, the term “and/or” includes any and all combinations of one or more of the associated listed items.
The subject matter of example aspects, as disclosed herein, is described specifically to meet statutory requirements. However, the description itself is not intended to limit the scope of this disclosure. Rather, the inventor/inventors have contemplated that the claimed subject matter might also be embodied in other ways, to include different features or combinations of features similar to the ones described in this document, in conjunction with other technologies. Generally, the various aspects including the example aspects relate to a power transmission assembly of a vehicle.
FIG. 1 illustrates a perspective view of a vehicle 100, in accordance with an embodiment of the present disclosure. The vehicle 100 may be adapted to carry one or more articles (hereinafter collectively referred to as “the articles”) from one place to another. The vehicle 100 may be an electric vehicle that may consume less power from a battery and may facilitate transportation of the articles from one place to another. The vehicle 100 may be suitable for transporting both, hot and cold articles, from one place to another without affecting desired temperature value of the articles.
In some embodiments of the present disclosure, the vehicle 100 may be a transport vehicle. In some other embodiments of the present disclosure, the vehicle 100 may be a three-wheeler.
In some embodiments of the present disclosure, the vehicle 100 may be provided with an internet of things (IoT) device that may facilitate to track the vehicle 100. The IoT device may be coupled to a user device that may update a user about location of the vehicle 100. The IoT device may further facilitate to immobilize the vehicle 100 when the vehicle 100 is tracked in a danger location. In other words, user may immobilize, by way of the user device and the IoT device, the vehicle 100 when the vehicle 100 is lost due to theft.
In some embodiments of the present disclosure, the vehicle 100 may include a balancing rod that may facilitate to balance the vehicle 100 while the vehicle moves. Specifically, the balancing rod may facilitate to balance the vehicle 100 while the vehicle takes a turn. The balancing rod may be coupled to a balancing rod clamp that may be disposed in a downward direction. Specifically, the balancing rod clamp may be coupled to a downward direction of the axle of the vehicle 100.
The vehicle 100 may include a seat 102, a handle 104, a cargo box 106, a canopy 108, a front rim 110, a plurality of rear rims 112a, 112b (hereinafter collectively referred to and designated as “the rear rims 112”), and a plurality of wheels 114a-114c (hereinafter collectively referred to and designated as “the wheels 114”).
The seat 102 may be adapted to facilitate the user to sit. Specifically, the seat 102 allows the user to sit and drive the vehicle 100 to transport the cargo box 106 from one place to another.
The handle 104 may be disposed ahead of the seat 102. The handle 104 may facilitate the user to guide or steer the vehicle 100, while the vehicle 100 carries the cargo box 106 from the one place to another.
The cargo box 106 may be disposed at a rear side of the vehicle 100. In some examples of the present disclosure, the cargo box 106 may be disposed at a platform that may be integrated to the rear side of the vehicle 100. The cargo box 106 may be adapted to store the articles such that the vehicle 100 transports the articles from one place to another. The cargo box 106 may advantageously be a water proof box that may prevent entrance of water into the cargo box 106. The cargo box 106 may therefore advantageously prevent damage of the articles from the water. The cargo box 106 may be provided with a provision to customize. Specifically, a storage capacity of the cargo box 106 may be customized based on storage requirements for the articles. For example, the cargo box 106 may be divided into a plurality of shelves that may facilitate to store a variety of articles. In some other examples, the storage capacity of the cargo box 106 may be customized based on hot and cold storage options.
In some embodiments of the present disclosure, the cargo box 106 may be manufactured by way of a roto-moulding technique. The roto-moulding technique may advantageously facilitate insulation in the cargo box 106. In other words, the roto-moulding technique may facilitate to manufacture insulated cargo box. Embodiments of the present disclosure are intended to include and/or otherwise cover any type of known and later developed manufacturing techniques for manufacturing the cargo box, without deviating from the scope of the present disclosure.
In some embodiments of the present disclosure, the cargo box 106 may be made up of a material including, but not limited to, plastic. The plastic may be preferably used to manufacture the cargo box 106 as the plastic advantageously facilitates to add one or more customizations in storage capacity of the cargo box 106 while manufacturing the cargo box 106. Embodiments of the present disclosure are intended to include and/or otherwise cover any type of known and later developed materials, without deviating from the scope of the present disclosure.
In some embodiments of the present disclosure, the cargo box 106 may have a length that may be in a range of 950 millimeters (mm) to 1000 mm, a width that may be in a range of 650 mm to 750 mm, and a height that may be in a range of 1000 mm to 1100 mm. Preferably, the cargo box 106 may have the length that may be 978 mm, the width that may be 728 mm, and the height that may be 1050 mm.
In some embodiments of the present disclosure, the cargo box 106 may be lighter in weight. In some examples of the present disclosure, the cargo box 106 may have a weight that may be in a range of 40 Kilograms (Kg) to 50 Kg. Preferably, the cargo box 106 may have the weight of 45 Kg.
In some embodiments of the present disclosure, the cargo box 106 may have a point load capacity that may be in a range of 20 Kg to 50 Kg. Preferably, the cargo box 106 may have the point load capacity that may be 30 Kg.
The canopy 108 may be disposed ahead of the handle 104. Specifically, the canopy 108 may be disposed at a front side of the vehicle 100. The canopy 108 may be adapted to cover the user while the user sits on the seat 102. In other words, the canopy 108 may act as a shield for the user that may advantageously facilitate to protect the user from different weather conditions. In some preferred embodiments of the present disclosure, one or more dimensions of the canopy 108 may be customized based on the user’s requirements.
The front rim 110 may be disposed at a front side of the vehicle 100. Specifically, a front wheel of the wheels 114 may be coupled to the front rim 110 such that the front rim 110 rotates the front wheel of the wheels 114 of the vehicle 100. In some embodiments of the present disclosure, the vehicle 100 may be a three-wheeler and therefore, the vehicle 100 may only have one front rim i.e., the front rim 110. The rear rims 112 may be disposed at a rear side of the vehicle 100. Specifically, rear wheels of the wheels 114 may be coupled to the rear rims 112 such that the rear rims 112 rotate the rear wheels of the wheels 114 of the vehicle 100. The front rim 110 and the rear rims 112 may be made up of a durable material that may advantageously bear load of the articles that are stored in the cargo-box while the vehicle 100 carries the articles from one place to another.
In some embodiments of the present disclosure, the front rim 110 may have a diameter that may be in a range of 14 inches to 18 inches. Preferably, the front rim 110 may have the diameter that may be 16 inches. The 16 inches diameter of the front rim 110 may advantageously reduce power consumption during propulsion of the vehicle 100. The 16 inches diameter of the front rim 110 may advantageously facilitate better handling of the vehicle 100. The 16 inches diameter of the front rim 110 may advantageously increase efficiency of the vehicle 100 by 25%. The 16 inches diameter of the front rim 110 may advantageously increase ground clearance of the vehicle 100. The 16 inches diameter of the front rim 110 may advantageously facilitate space optimization for the vehicle 100.
In some embodiments of the present disclosure, the front rim 110 and the rear rims 112 may be provided with a plurality of holes that may facilitate air to pass through the front rim 110 and the rear rims 112. The holes in the front rim 110 and the rear rims 112 may advantageously causes least or eliminates air hinderance.
In some embodiments of the present disclosure, the front rim 110 and the rear rims 112 may be manufactured by way of a cold rolled sheet. Embodiments of the present disclosure are intended to include and/or otherwise cover any type of manufacturing process/step/technique for manufacturing the front rim 110 and the rear rims 112.
FIG. 2 illustrates a top view of the vehicle 100 of FIG. 1, in accordance with an embodiment of the present disclosure. The vehicle 100 may further include a power transmission assembly 202. The power transmission assembly 202 may include an accelerator 204, a drive wire 206, a controller 208, a battery 210, a motor 212, a gearbox 214, and a plurality of drive shafts 216a, 216b (hereinafter collectively referred to and designated as “the drive shafts 216”).
The accelerator 204 may be disposed at the handle 104. The accelerator 204 may be adapted to generate a drive signal. Specifically, the accelerator 204 may be actuated by the user such that the accelerator 204 generates the drive signal upon actuation. In other words, the accelerator 204 may be adapted to generate the drive signal such that an intensity of the drive signal corresponds to an amount of actuation of the accelerator 204.
In some examples of the present disclosure, the accelerator 204 may be a throttle. The user may actuate the throttle by rotating the throttle. The throttle may be adapted to generate the drive signal upon rotation. Specifically, the intensity of the drive signal may correspond to the amount of rotation of the throttle. In some other examples of the present disclosure, the accelerator 204 may be a pedal. The user may actuate the pedal by pressing the pedal. The pedal may be adapted to generate the drive signal upon pressing. Specifically, the intensity of the drive signal may correspond to the amount of pressing of the pedal.
The controller 208 may be coupled to the accelerator 204. Specifically, the controller 208 may be coupled to the accelerator 204 by way of the drive wire 206. The drive wire 206 may be disposed between the accelerator 204 and the controller 208. Specifically, the drive wire 206 may be disposed between the accelerator 204 and the controller 208 such that the drive wire 206 may facilitate to transmit the drive signal from the accelerator 204 to the controller 208. The controller 208 may be adapted to determine one or more control outputs for the motor 212. Specifically, the controller 208 may be adapted to process the drive signal to determine the one or more control outputs for the motor 212. For example, the controller 208 may be adapted to determine the torque value for the motor 212. The controller 208 may process the drive signal to determine the torque value for the motor 212. Specifically, the controller 208 may be adapted to determine the torque value corresponding to the intensity of the drive signal.
In some embodiments of the present disclosure, the controller 208 may be adapted to manage power distribution for each component of the vehicle 100.
In some embodiments of the present disclosure, the controller 208 may be a combination of microprocessor, microcontroller, development board, or other similar processing units, and like. In some aspects of the present disclosure, the controller 208 may be implemented as one or more microprocessors, microcomputers, microcontrollers, digital signal processors, central processing units, logic circuitries, and/or any devices that manipulate data based on operational instructions stored in a storage unit (not shown). In some aspects of the present disclosure, the controller 208 may be implemented as a combination of hardware and instructions (for example, machine executable instructions) to implement one or more functionalities of the controller 208.
The battery 210 may be coupled to the controller 208. The battery 210 may be adapted to provide an electric energy to the controller 208. Specifically, the battery 210 may be adapted to provide the electric energy to the controller 208 to power the controller 208. Specifically, when the vehicle 100 is initiated, the battery 210 may be adapted to supply the electrical energy to the controller 208 such that the controller 208 processes the drive signal.
In some embodiments of the present disclosure, the battery 210 may have a length that may be in a range of 400 mm to 450 mm, a width that may be in a range of 300 mm to 350 mm, and a height that may be in a range of 160 mm to 200 mm. Preferably, the battery 210 may have the length that may be 430 mm, the width that may be 340 mm, and the height that may be 182.4 mm. The battery 210 may be an IP-67 type battery such that the battery 210 is advantageously immune to one or more external intrusions. The battery 210 may therefore advantageously exhibit highest possible protection against solids. The battery 210 may further advantageously exhibit highest waterproof protection against liquids. The battery 210 may be provided with an emergency alarm unit. The emergency alarm unit may be adapted to generate an alarm upon detection of an error in the battery 210. The emergency alarm unit may further be adapted to generate the alarm when a charge level of the battery 210 may be below than a predefined threshold charge level. The emergency alarm unit may further be adapted to generate the alarm when the battery 210 needs replacement.
The motor 212 may be coupled to the controller 208. The motor 212 may be an IP-67 type motor such that the motor 212 is advantageously immune to one or more external intrusions. The motor 212 may be adapted to generate a torque. The motor 212 may be adapted to receive the torque value from the controller 208. Specifically, the motor 212 may be adapted to generate the torque corresponding to the torque value. The motor 212 may rotate a motor shaft to generate the torque. Specifically, the motor 212 may rotate the motor shaft corresponding to the torque value.
In some embodiments of the present disclosure, the motor 212 may be a permanent magnet synchronous motor. Embodiments of the present disclosure are intended to include and/or otherwise cover any type of known and later developed motors, without deviating from the scope of the present disclosure.
In some embodiments of the present disclosure, the motor 212 may be coupled to the controller 208 by way of a connector. Specifically, the motor 212 may be coupled to the controller 208 by way of a water proof connector.
In some embodiments of the present disclosure, the motor 212 may be more efficient than conventional motors. Specifically, the motor 212 may be 10-15% more efficient than brushless direct current (BLDC) motor. The motor 212 may advantageously exhibit a soft start mechanism. In other words, the motor 212, upon receipt of the torque value from the controller 208, may be adapted to smoothly or softly generate the torque without any vibration.
In some embodiments of the present disclosure, the motor 212 may generate a power that may be in a range of 250 Watts (W) to 1000 W at 48 Volts (V) alternating current (AC).
In some embodiments of the present disclosure, the motor 212 may be adapted to generate the torque that may be in a range of 15 Newton-meter (Nm) to 120 Nm.
The gearbox 214 may be coupled to the motor 212. The gearbox 214 may be adapted to receive the torque from the motor 212. The gearbox 214 may include a plurality of gears (not shown) such that the plurality of gears rotates upon receipt of the torque from the motor 212. The plurality of gears rotates upon receipt of the torque to produce a mechanical power. Specifically, the plurality of gears, upon rotation, may be adapted to produce the mechanical power based on the torque generated by the motor 212.
In some embodiments of the present disclosure, the motor 212 may be coupled to the gearbox 214 with a gear ratio of 10:1. The term “gear ratio” as used herein refers to relative rotation of the gearbox with respect to the torque received from the motor 212. For example, the gear ratio 10:1 refers to 1 rotation of the gearbox 214 upon 10 rotations of the motor 212. Specifically, the gear ratio 10:1 refers to 1 rotation of an output gear of the plurality of gears of the gearbox 214 upon 10 rotations of the motor shaft of the motor 212. The gear ratio 10:1 may be adapted to amplify the torque generated by the motor 212. In other words, the motor 212 may be coupled to the gearbox 214 with the gear ratio of 10:1 to amplify the torque generated by the motor 212.
The drive shafts 216 may be coupled to the gearbox 214. Specifically, each drive shaft of the drive shafts 216 may extend from a side of the gearbox 214. For example, the first drive shaft 216a may extend from one side of the gearbox 214 and the second drive shaft 216b may extend from other side of the gearbox 214. The gearbox 214 may be adapted to rotate each drive shaft of the drive shafts 216. Specifically, the output gear of the plurality of gears of the gearbox 214 may be adapted to rotate each drive shaft of the drive shafts 216. The gearbox 214 may be adapted to rotate each drive shaft of the drive shafts 216 that may facilitate propulsion of the vehicle 100.
Each drive shaft of the drive shafts 216 may further be coupled to the rear rims 112. Specifically, each drive shaft of the drive shafts 216 may be coupled to the gearbox 214 from one side and to corresponding rear rim of the rear rims 112 from other side. For example, the first drive shaft 216a may be coupled to the gearbox 214 from one side of the first drive shaft 216a and to the corresponding rear rim of the rear rims 112 from other side of the first drive shaft 216a. The second drive shaft 216b may be coupled to the gearbox 214 from one side of the second drive shaft 216b and to the corresponding rear rim of the rear rims 112 from other side of the second drive shaft 216b. Specifically, each drive shaft of the drive shafts 216 may be locked in corresponding rear rim of the rear rims 112. For example, the first drive shaft 216a may be locked in the first rear rim 112a and the second drive shaft 216b may be locked in the second rear rim 112b. In another example, the first drive shaft 216a may be locked in the second rear rim 112b and the second drive shaft 216b may be locked in the first rear rim 112a. Each drive shaft of the drive shafts 216 may be adapted to rotate the corresponding rim of the rear rims 112. Specifically, each drive shaft of the drive shafts 216, upon rotation, may be adapted to rotate the corresponding rim of the rear rims 112. For example, the first drive shaft 216a, if locked in the first rear rim 112a, may be adapted to rotate the first rear rim 112a and the second drive shaft 216b, if locked in the second rear rim 112b, may be adapted to rotate the second rear rim 112b. In another example, the first drive shaft 216a, if locked in the second rear rim 112b, may be adapted to rotate the second rear rim 112b and the second drive shaft 216b, if locked in the first rear rim 112a, may be adapted to rotate the first rear rim 112a. The rear rims 112 may be adapted to rotate the wheels 114. In other words, each rear rim of the rear rims 112 may be adapted to rotate corresponding wheel of the wheels. For example, the first rear rim 112a, if coupled to the first wheel 114a, may be adapted to rotate the first wheel 114a. The second rear rim 112a, if coupled to the second wheel 114b, may be adapted to rotate the second wheel 114b. In another example, the first rear rim 112a, if coupled to the second wheel 114b, may be adapted to rotate the second wheel 114b. The second rear rim 112b, if coupled to the first wheel 114a, may be adapted to rotate the first wheel 114a. The rotation of the first wheel 114a, the second wheel 114b, and the third wheel 114c may facilitate propulsion of the vehicle 100. Embodiments of the present disclosure are intended to include and/or otherwise cover any possible variation in terms of coupling of the drive shaft with the rims and the rims with the wheels that may facilitate propulsion of the vehicle 100, without deviating from the scope of the present disclosure.
In some embodiments of the present disclosure, each drive shaft of the first and second drive shafts 216a, 216b may have a length that may be in a range of 450 mm to 500 mm. Preferably, each drive shaft of the first and second drive shafts 216a, 216b may have the length that may be 462 mm.
In operation, the user may actuate the accelerator 204 to generate the drive signal. The intensity of the drive signal may correspond to the amount of actuation of the accelerator 204 by the user. The drive wire 206 may transmit the drive signal from the accelerator 204 to the controller 208. The controller 208, upon receipt of the drive signal, may determine the torque value corresponding to the intensity of the drive signal. The motor 212 may generate the torque corresponding to the torque value. The gearbox 214 may be adapted to receive the torque such that the gearbox 214 rotates based on the torque. The gearbox 214, upon rotation, may be adapted to transmit the torque to the drive shafts 216. Each drive shaft of the drive shafts 216 may be adapted to rotate corresponding rear rim of the rear rims 112. Each rear rim of the rear rims 112 may be adapted to rotate each rear wheel of the wheels 114. The rotation of each rear wheel of the wheels 114 may facilitate propulsion of the vehicle 100. Thus, the propulsion of the vehicle 100 may advantageously facilitates to transport the articles from one place to another.
FIG. 3 illustrates a schematic arrangement 300 of the first drive shaft 216a with respect to the motor 212 and the first rear rim 112a of the vehicle 100 of FIG. 1, in accordance with an embodiment of the present disclosure.
The motor 212 may be coupled to the gearbox 214 and the first drive shaft 216a may be coupled to the gearbox 214. The first drive shaft 216a may be coupled to the first rear rim 112a and the first rear rim 112a may be coupled to the first wheel 114a. Specifically, the first drive shaft 216a may be inserted or locked inside the first rear rim 112a. The first wheel 114a may be mounted on the first rear rim 112a.
The motor 212 may be adapted to generate the torque that may be transmitted to the gearbox 214. The plurality of gears of the gearbox 214 may be adapted to rotate upon receipt of the torque by the gearbox 214. The torque may be transmitted to the first drive shaft 216a by the gearbox 214. The first drive shaft 216a may be adapted to rotate upon receipt of the torque from the gearbox 214. The gearbox 214 may further be adapted to optimize the torque received from the motor 212. The first drive shaft 216a may be adapted to facilitate rotation of the first rear rim 112a upon rotation. For example, the first drive shaft 216a may be adapted to facilitate rotation of the first rear rim 112a in one of, a clockwise direction and in a counterclockwise direction, upon rotation. The first rear rim 112a may be adapted to facilitate rotation of the first wheel 114a upon rotation.
In some embodiments of the present disclosure, the first drive shaft 216a may include a first gear (not shown) that may be in mesh with the output gear of the plurality of gears of the gearbox 214. Specifically, the first gear may have a first set of teeth that may be in mesh with teeth of the output gear of the plurality of gears of the gearbox 214. The first gear may be adapted to rotate upon rotation of the output gear of the plurality of gears of the gearbox 214 such that the first gear facilitates rotation of the first drive shaft 216a. Therefore, the first gear of the first drive shaft 216a and the output gear of the plurality of the gears of the gearbox 214 may facilitate transmission of torque from the gearbox 214 to the first drive shaft 216a.
Although FIG. 3 illustrates the arrangement of the first drive shaft 216a with respect to the motor 212 and the first rear rim 112a of the vehicle 100. However, it will be apparent to those skilled in the art that, same or substantially similar arrangement may be implemented for the second drive shaft 216b, the motor 212, and the second rear rim 112b of the vehicle 100 as explained for the first drive shaft 216a, the motor 212, and the first rear rim 112a, without deviating from the scope of the present disclosure.
FIG. 4 illustrates a perspective view of the first rear rim 112a of the vehicle 100 of FIG. 1, in accordance with an embodiment of the present disclosure. The first rear rim 112a may include a bore 402, a pair of shoes 404a, 404b (hereinafter collectively referred to and designated as “the shoes 404”), and a drum 406. Each shoe of the shoes 404 may be disposed within the drum 406.
The bore 402 may be disposed within the first rear rim 112a. The bore 402 may be disposed at an internal side of the drum 406. Specifically, the bore 402 may be disposed between the shoes 404. In other words, each shoe of the shoes 404 may enclose the bore 402.
The drum 406 may serve as a drum for a drum brake. Each shoe of the shoes 404 may internally expand to facilitate braking of the vehicle 100. Specifically, each shoe of the shoes 404 may engage with an inner periphery of the drum 406 to facilitate braking of the vehicle 100.
The first rear rim 112a may be adapted to receive the first drive shaft 216a. Specifically, the bore 402 may be adapted to receive the first drive shaft 216a. In other words, the first drive shaft 216a may be locked in the first rear rim 112a. Specifically, the first drive shaft 216a may be locked in the bore 402 such that the first drive shaft 216a transmits the torque to the first rear rim 112a with minimum transmission losses. The first rear rim 112a may be coupled to a wheel of the wheels 114 by way of a plurality of fasteners.
The first rear rim 112a may have a diameter that may be in a range of 14 inches to 18 inches. Preferably, the first rear rim 112a may have the diameter that may be 16 inches. The 16 inches diameter of the first rear rim 112a may advantageously reduce power consumption during propulsion of the vehicle 100. The 16 inches diameter of the first rear rim 112a may advantageously facilitate better handling of the vehicle 100. The 16 inches diameter of the first rear rim 112a may advantageously increase efficiency of the vehicle 100 by 25%. The 16 inches diameter of the first rear rim 112a may advantageously increase ground clearance of the vehicle 100. The 16 inches diameter of the first rear rim 112a may advantageously facilitate space optimization for the vehicle 100.
Although FIG. 4 illustrates only one rear rim i.e., the first rear rim 112a. However, it will be apparent to those skilled in the art that, the second rear rim 112b may exhibit same or substantially similar shape, arrangement, configuration, and functionality to that of the first rear rim 112a as explained hereinabove, without deviating from the scope of the present disclosure.
FIG. 5 illustrates a top view of the first drive shaft 216a of the vehicle 100 of FIG. 1, in accordance with an embodiment of the present disclosure.
The first drive shaft 216a may include a threaded portion 502, a mount portion 504, and a splined portion 506. The threaded portion 502 may be disposed at one side of the first drive shaft 216a. The splined portion 506 may be disposed at another side of the first drive shaft 216a that may be opposite to the side of the threaded portion 502. The mount portion 504 may be disposed adjacent to the threaded portion 502. Specifically, the mount portion 504 may be disposed between the threaded portion 502 and the splined portion 506.
The first drive shaft 216a may be inserted in the first rear rim 112a. Specifically, the threaded portion 502 may be passed through the bore 402 upon insertion in the first rear rim 112a. The threaded portion 502 may be passed through the bore 402 such that the threaded portion 502 projects out from the first rear rim 112a. The first drive shaft 216a may be locked within the first rear rim 112a by way of a suitable fastener. Specifically, the threaded portion 502 that may be projected out from the first rear rim 112a may be locked by way of the suitable fastener. The suitable fastener may be engaged with the threaded portion 502 upon insertion of the first drive shaft 216a in the first rear rim 112a.
In some embodiments of the present disclosure, the suitable fastener may include, but not limited to, a screw, a rivet, a bolt, and the like. Embodiments of the present disclosure are intended to include and/or otherwise cover any type of known and later developed fasteners, without deviating from the scope of the present disclosure.
The mount portion 504 may have a shape that may correspond to a shape of the bore 402. The shape of the mount portion 504 may be preferably designed such that the mount portion 504 locks into the bore 402 upon insertion of the first drive shaft 216a in the first rear rim 112a. In other words, the mount portion 504 may be accommodated in the bore 402 of the first rear rim 112a such that the first drive shaft 216a facilitates to transmit the torque to the first rear rim 112a with minimum transmission losses. The mount portion 504 may therefore advantageously facilitate to eliminate need of a locking pin to fix the shaft in the first rear rim 112a and thereby preventing vibrations.
The splined portion 506 may be coupled to the gearbox 214. The splined portion 506 may be in mesh with the output gear of the plurality of gears of the gearbox 214. The output gear of the plurality of gears of the gearbox 214 may rotate the splined portion 506 and eventually the first drive shaft 216a. Since, the splined portion 506 and the output gear of the plurality of gears of the gearbox 214 forms a positive drive, therefore, transmission losses are advantageously reduced. In other words, the output gear of the plurality of gears of the gearbox 214 may be adapted to transmit the torque to the first drive shaft 216a with minimum transmission losses.
In some embodiments of the present disclosure, the first drive shaft 216a may be made up of a material including, but not limited to, an alloy steel (EN19). Embodiments of the present disclosure are intended to include and/or otherwise cover any type of known and later developed materials for the first drive shaft 216a, without deviating from the scope of the present disclosure.
In some embodiments of the present disclosure, the first drive shaft 216a may be customized. Specifically, one or more dimensions, shape, and design, of the first drive shaft 216a may be customized to meet different load requirements for the vehicle 100.
The first drive shaft 216a may be a cylindrical shaft that may advantageously increase efficiency and may exhibit low friction rate. The first drive shaft 216a being the cylindrical shaft may advantageously facilitate proper load distribution, may exhibit smooth operation with minimal noise, and may produce less vibrations.
Although FIG. 5 illustrates only one drive shaft i.e., the first drive shaft 216a. However, it will be apparent to those skilled in the art that, the second drive shaft 216b may exhibit same or substantially similar shape, arrangement, configuration, and functionality to that of the first drive shaft 216a as explained hereinabove, without deviating from the scope of the present disclosure.
Thus, the power transmission assembly 202 may facilitate smooth driving operation for the user. The power transmission assembly 202 may be able to transmit the torque with minimum transmission losses. Since, no locking pin is used to join the drive shafts 216, therefore, problem of imbalance in the drive shafts 216 no longer exists. The power transmission assembly 202 may therefore, increase the efficiency of the vehicle. The combination of the battery 210, the motor 212, the drive shafts 216, the front rim 110 and the rear rims 112 such that the front rim 110 and rear rims 112 have the diameter of 16 inches, may advantageously improves durability, efficiency, and manoeuvrability of the vehicle 100.
The foregoing discussion of the present disclosure has been presented for purposes of illustration and description. It is not intended to limit the present disclosure to the form or forms disclosed herein. In the foregoing Detailed Description, for example, various features of the present disclosure are grouped together in one or more aspects, configurations, or aspects for the purpose of streamlining the disclosure. The features of the aspects, configurations, or aspects may be combined in alternate aspects, configurations, or aspects other than those discussed above. This method of disclosure is not to be interpreted as reflecting an intention the present disclosure requires more features than are expressly recited in each claim. Rather, as the following claims reflect, inventive aspects lie in less than all features of a single foregoing disclosed aspect, configuration, or aspect. Thus, the following claims are hereby incorporated into this Detailed Description, with each claim standing on its own as a separate aspect of the present disclosure.
Moreover, though the description of the present disclosure has included description of one or more aspects, configurations, or aspects and certain variations and modifications, other variations, combinations, and modifications are within the scope of the present disclosure, e.g., as may be within the skill and knowledge of those in the art, after understanding the present disclosure. It is intended to obtain rights which include alternative aspects, configurations, or aspects to the extent permitted, including alternate, interchangeable and/or equivalent structures, functions, ranges or steps to those claimed, whether or not such alternate, interchangeable and/or equivalent structures, functions, ranges or steps are disclosed herein, and without intending to publicly dedicate any patentable subject matter. ,CLAIMS:1. A power transmission assembly (202) for a vehicle (100), the power transmission assembly (202) comprising:
an accelerator (204) adapted to generate a drive signal, wherein an intensity of the drive signal corresponds to an amount of actuation of the accelerator (204);
a controller (208) coupled to the accelerator (204) and adapted to determine a torque value corresponding to the intensity of the drive signal;
a motor (212) coupled to the controller (208) and adapted to generate a torque corresponding to the torque value;
a gearbox (214) coupled to the motor (212) and adapted to receive the torque from the motor (212); and
a plurality of drive shafts (216a, 216b) coupled to the gearbox (214) such that upon receipt of the torque from the motor (212), the gearbox (214) is adapted to rotate each drive shaft of the plurality of drive shafts (216a, 216b) to facilitate propulsion of the vehicle (100), wherein each drive shaft of the plurality of drive shafts (216a, 216b) comprising a mount portion (504) that is locked in a bore (402) of a respective rear rim of a plurality of rear rims (112a, 112b) to facilitate coupling of each drive shaft of the plurality of drive shafts (216a, 216b) with corresponding rear rim of the plurality of rear rims (112a, 112b).

2. The power transmission assembly (202) as claimed in claim 1, further comprising a battery (210) coupled to the controller (208) and adapted to provide an electric energy to the controller (208).

3. The power transmission assembly (202) as claimed in claim 1, further comprising a drive wire (206) that is disposed between the accelerator (204) and the controller (208) such that the drive wire (206) facilitates to transmit the drive signal from the accelerator (204) to the controller (208).

4. The power transmission assembly (202) as claimed in claim 1, wherein the motor (212) is coupled to the gearbox (214) with a gear ratio of 10:1.

5. The power transmission assembly (202) as claimed in claim 1, wherein the motor (212) is a permanent magnet synchronous motor.

6. A vehicle (100) comprising:
a power transmission assembly (202) comprising:
an accelerator (204) adapted to generate a drive signal, wherein an intensity of the drive signal corresponds to an amount of actuation of the accelerator (204);
a controller (208) coupled to the accelerator (204) and adapted to determine a torque value corresponding to the intensity of the drive signal;
a motor (212) coupled to the controller (208) and adapted to generate a torque corresponding to the torque value;
a gearbox (214) coupled to the motor (212) and adapted to receive the torque from the motor (212); and
a plurality of drive shafts (216a, 216b) coupled to the gearbox (214) such that upon receipt of the torque from the motor (212), the gearbox (214) is adapted to rotate each drive shaft of the plurality of drive shafts (216a, 216b) to facilitate propulsion of the vehicle (100), wherein each drive shaft of the plurality of drive shafts (216a, 216b) comprising a mount portion (504); and
a plurality of rear rims (112a, 112b) such that each rear rim of the plurality of rear rims (112a, 112b) comprises a bore (402), wherein the mount portion (504) locks in the bore (402) of respective rear rim of the plurality of rear rims (112a, 112b) to facilitate coupling of each drive shaft of the plurality of drive shafts (216a, 216b) with corresponding rear rim of the plurality of rear rims (112a, 112b).

7. The vehicle (100) as claimed in claim 6, wherein the power transmission assembly (202) further comprising a battery (210) coupled to the controller (208) and adapted to provide an electric energy to the controller (208).

8. The vehicle (100) as claimed in claim 6, wherein the power transmission assembly (202) as claimed in claim 1, further comprising a drive wire (206) that is disposed between the accelerator (204) and the controller (208) such that the drive wire (206) facilitates to transmit the drive signal from the accelerator (204) to the controller (208).

9. The vehicle (100) as claimed in claim 6, wherein each rear rim of the plurality of rear rims (112a, 112b) comprises a pair of plates (404a, 404b) such that each plate of the pair of plates (404a, 404b) have a diameter of 16 inches.

10. The vehicle (100) as claimed in claim 6, wherein the motor (212) is a permanent magnet synchronous motor.