Description:FIELD OF THE INVENTION

[0001] The present invention relates to a power transmission system for an automobile that is designed to enable optimal power transmission from an automobile's engine to its axle, ensuring efficient performance by detecting the automobile's load condition and making real-time adjustments to maintain ideal operating conditions, enhancing performance and safeguarding against damage from incorrect gear ratios.

BACKGROUND OF THE INVENTION

[0002] Power transmission in automobiles is a critical component that ensures efficient transfer of engine power to the wheels, allowing the vehicle to operate smoothly and effectively under varying conditions. The engine generates power, but without an efficient transmission system, this power cannot be properly utilized to move the vehicle. The transmission system plays a pivotal role in adjusting the engine's output to match the speed and load requirements of the vehicle, which is essential for optimal performance, fuel efficiency, and safety. In modern automobiles, the power transmission system includes key elements such as the clutch, gearbox, differential, and driveshafts, all working together to deliver the right amount of power to the wheels based on the driving conditions. The system must be able to handle a wide range of driving scenarios, including acceleration, deceleration, and navigating inclines, while ensuring smooth gear shifts and preventing damage from improper gear ratios. Advanced power transmission systems are also designed to improve fuel economy by adjusting the power output as needed. As vehicles become more sophisticated with varying terrain, load conditions, and driving styles, the requirement for responsive, adaptive, and efficient power transmission systems has increased. This helps maintain vehicle performance, reduces wear and tear, and contributes to overall driving comfort and safety.

[0003] Equipment for power transmission in an automobile includes components like the propeller shaft, gears, axles, and hydraulic shafts that work together to transfer power from the engine to the wheels. In modern systems, power is transmitted via a combination of gears such as pinion gears, ring gears, and final gears, often integrated with hydraulic actuators to manage gear shifts. Sensors, such as ultrasonic and RPM sensors, are used to monitor gear positions and rotational speeds to ensure smooth engagement and optimal gear ratios. Additionally, pressure sensors embedded in the hitch can detect load conditions, while angle sensors adjust the power transmission based on the vehicle’s slope. The system ensures efficient and dynamic power transfer, optimizing vehicle performance in varying conditions. However, these systems come with several drawbacks. The complexity of the components and integration can lead to higher manufacturing and maintenance costs. The hydraulic system, for instance, may require regular servicing to avoid leaks or malfunctions. Moreover, the reliance on sensors and electronic systems makes the vehicle vulnerable to sensor failures or calibration issues, which could affect performance. The weight and bulk of the system can also add to the overall vehicle weight, reducing fuel efficiency. Additionally, the system's complexity may require skilled operators for repair and troubleshooting, increasing operational costs.

[0004] CA2417066A1 discloses an invention to be able to perform simple and precise shift changes without using a change pedal and a change lever. In conjunction with the engagement and disengagement of a transmission clutch, a shift spindle, which revolves a shift drum so as to establish predetermined gear levels, is rotatably driven via moderator gears by a motor. By operating a shift up switch or shift down switch not illustrated, the motor rotates the shift spindle in a prescribed direction, the transmission clutch and shift drum operate at a predetermined timing, and the shift change is performed.

[0005] US5339918A discloses an engine is disposed in a front portion of an automobile and has a crankshaft extending in a longitudinal direction of the automobile. A transmission is coupled to a rear end of the engine and a final speed reduction gear unit is disposed laterally of the engine and separate from the transmission. The output shaft of the transmission and the input shaft of the final speed reduction gear unit are interconnected by an intermediate transmission shaft. A steering mechanism for turning front wheels of the automobile includes a steering tie rod coupled to the front wheels and disposed downwardly of the intermediate shaft between the transmission and the final speed reducer gear unit. The engine includes a cylinder having an axis inclined from the vertical in a transverse direction of the automobile, the final speed reduction gear unit being disposed on the side of the engine away from which the axis of the cylinder is inclined. The transmission includes an input shaft disposed coaxially with the crankshaft for receiving drive forces from the engine, a countershaft, an output shaft, a transmission mechanism operatively coupled to and disposed between the input shaft and the countershaft, and an output gear train operatively connecting the countershaft and the output shaft and disposed in a portion of the transmission closer to the final speed reduction gear unit.

[0006] Conventionally, many systems have been developed to transmit power from an automobile's engine to the axle, aiming to enhance vehicle performance. However, the systems described in prior art often face limitations in efficiently transferring power, especially in dynamically changing conditions. These systems struggle to optimize power delivery based on real-time load conditions, such as changes in terrain, speed, or weight. As a result, these systems fail to adjust the power transmission effectively to maintain the vehicle's optimal operating condition, leading to reduced fuel efficiency, compromised performance, and increased wear on the drivetrain components.

[0007] In order to overcome the aforementioned drawbacks, there exists a need in the art to develop a system that is capable of transferring power efficiently from an automobile's engine to the axle, to optimize performance by sensing the load condition of the vehicle and adjusts in real-time to maintain optimal operating conditions, thus improving performance and preventing damage caused by improper gear ratios. The system features precise gear timing and smooth meshing, adapting to slope and load variations to provide automatic gear adjustments suited to current operational condition.

OBJECTS OF THE INVENTION

[0008] The principal object of the present invention is to overcome the disadvantages of the prior art.

[0009] An object of the present invention is to develop a system that is capable of facilitating optimal power transfer from an engine of an automobile to the automobile's axle in an efficient manner.

[0010] Another object of the present invention is to develop a system that is capable of detecting load condition of the automobile, accordingly provides real-time adjustments to ensure the automobile operates under ideal conditions, improving performance and preventing damage from improper gear ratios.

[0011] Yet another object of the present invention is to develop a system that is capable of ensuring precise timing and smooth meshing of gears in response to slope conditions of terrain, thereby seamlessly adjusting the gear ratios in order to provide automatic gear adjustment based on operational conditions.

[0012] The foregoing and other objects, features, and advantages of the present invention will become readily apparent upon further review of the following detailed description of the preferred embodiment as illustrated in the accompanying drawings.

SUMMARY OF THE INVENTION

[0013] The present invention relates to a power transmission system for an automobile that is capable of detecting an automobile's load condition and makes real-time adjustments ensuring effective power transfer from the automobile engine to the axle with maximum efficiency.

[0014] According to an embodiment of the present invention, a power transmission system for an automobile comprises of an outer casing having a propeller shaft disposed within the casing. engaged with an engine of the automobile for transmission of power to an axle of the automobile, a pinion gear affixed on the propeller shaft, which is meshed with a ring gear installed on a spindle installed within the casing, wherein the spindle is installed perpendicular to the propeller shaft, a set of main gears disposed at either ends of the spindle, a pair of hydraulic shafts are incorporated in the casing, the hydraulic shafts are partially projecting outwards from the casing on either side of the casing, and are provided with connector gears for coupling with the main gears for motion transfer, a primary gear is arranged on each of inner ends of the hydraulic shafts and a secondary gear is arranged each of outer ends of the hydraulic shafts, for meshing with a pair of final gears having inner final gear and outer final gears, mounted towards each end of an axle associated with wheels of the automobile, and the hydraulic shafts are actuated to reciprocate the primary gear and the secondary gear with respect to the final gears for transmission of power to the axle via the primary gears or the secondary gear as per required gear ratio, the primary gears and the secondary gears have dissimilar diameters enabling different gear ratios.

[0015] According to another embodiment of the present invention, the proposed invention further comprises of an ultrasonic sensor embedded in the casing in synchronisation with an RPM (rotations per minute) sensor provided in the casing, detects position of the primary gears and secondary gears with respect to the final gears and rotational rate of the primary gears, secondary gears and the final gears, to time reciprocation of the hydraulic shaft for meshing to ensure a smooth engagement, a pressure sensor embedded in a hitch associated with the automobile to determine a load and trigger the microcontroller to actuate the hydraulic shaft to reciprocate and engage the primary gear or the secondary gear to enable a suitable gear ratio as per the load, and an angle sensor embedded in the casing to determine an angle of the automobile and trigger the microcontroller to actuate the hydraulic shaft to reciprocate and engage the primary gear or the secondary gear to enable a suitable gear ratio for the slope.

[0016] While the invention has been described and shown with particular reference to the preferred embodiment, it will be apparent that variations might be possible that would fall within the scope of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS

[0017] These and other features, aspects, and advantages of the present invention will become better understood with regard to the following description, appended claims, and accompanying drawings where:
Figure 1 illustrates an isometric view of a power transmission system for an automobile.

DETAILED DESCRIPTION OF THE INVENTION

[0018] The following description includes the preferred best mode of one embodiment of the present invention. It will be clear from this description of the invention that the invention is not limited to these illustrated embodiments but that the invention also includes a variety of modifications and embodiments thereto. Therefore, the present description should be seen as illustrative and not limiting. While the invention is susceptible to various modifications and alternative constructions, it should be understood, that there is no intention to limit the invention to the specific form disclosed, but, on the contrary, the invention is to cover all modifications, alternative constructions, and equivalents falling within the spirit and scope of the invention as defined in the claims.

[0019] In any embodiment described herein, the open-ended terms "comprising," "comprises,” and the like (which are synonymous with "including," "having” and "characterized by") may be replaced by the respective partially closed phrases "consisting essentially of," consists essentially of," and the like or the respective closed phrases "consisting of," "consists of, the like.

[0020] As used herein, the singular forms “a,” “an,” and “the” designate both the singular and the plural, unless expressly stated to designate the singular only.

[0021] The present invention relates to a power transmission system for an automobile that is capable of facilitating power transfer from the engine to the automobile's axle in an efficient manner, by detecting the load conditions and adjusts in real-time to ensure the vehicle operates under ideal conditions, preventing issues like damage from improper gear ratios.

[0022] Referring to Figure 1, an isometric view of a power transmission system for an automobile is illustrated, comprises of an outer casing 101 having a propeller shaft 102, a pinion gear 103 affixed on the propeller shaft 102 meshed with a ring gear 104 installed on a spindle 105 installed within the casing 101, a set of main gears 106 disposed at either ends of the spindle 105, a pair of hydraulic shafts 107a, 107b are incorporated in the casing 101, the hydraulic shafts 107a, 107b are partially projecting outwards from the casing 101 on either side of the casing 101, and are provided with connector gears 108, a primary gear 109 is arranged on each of inner ends of the hydraulic shafts 107a, 107b and a secondary gear 110 is arranged each of outer ends of the hydraulic shafts 107a, 107b, a pair of final gears having inner final gears 111a and outer final gears 111b mounted towards each end of an axle 112 associated with wheels of the automobile, and a bearing case 113 integrated in between the two sections of the axle 112.

[0023] The proposed invention includes an outer casing 101 incorporating various components associated with the system, developed to be engaged with an engine of an automobile. The casing 101 engaged with the engine of the automobile is developed to transmit power to an axle 112 of the automobile with variable gear ratios as and when required. The casing 101 is made up of any material selected from but not limited to metal or alloy that ensures rigidity of the casing 101 for longevity of the system.

[0024] The casing 101 is associated with a microcontroller for operating of all the linked components for performing their respective functions upon actuation. The microcontroller, mentioned herein, is preferably an Arduino microcontroller. The Arduino microcontroller used herein controls the overall functionality of the components linked to it. The Arduino microcontroller is an open-source programming platform.

[0025] The casing 101 incorporates a propeller shaft 102 engages with the engine for transmission of power and torque generated from the engine. The casing 101 comprises of a spindle 105 installed with a ring gear 104. The spindle 105 is installed perpendicularly to the propeller shaft 102. The end of the propeller shaft 102 is integrated with a pinion gear 103 that is meshed with the ring gear 104 of the spindle 105. The pinion and the ring gear 104 are preferably bevel gears such that transfers rotational motion of the propeller shaft 102 perpendicularly to the spindle 105.

[0026] The rotation of the propeller shaft 102 transmits the power to the spindle 105 via the meshed ring and pinion gear 103. The either ends of the spindle 105 are configured with a set of main gears 106. The rotation of the spindle 105 corresponds to rotation of the main gears 106. The housing incorporates a pair of hydraulic shafts 107a, 107b which are partially projecting outwards from the casing 101 on either side of the casing 101. A connector gear 108 is integrated in each of the hydraulic shafts 107a, 107b such that are coupled with the main gears 106 of the spindle 105 to transfer rotational motion received by the main gears 106 to the connector gears 108.

[0027] Each inner ends of the hydraulic shafts 107a, 107b are integrated with a primary gear 109. Similarly, each outer ends of the hydraulic shafts 107a, 107b are integrated with a secondary gear 110. The rotation of the connector gears 108 by the received motion from the main gears 106, corresponds to rotation of the hydraulic shafts 107a, 107b, primary gears 109 and secondary gears 110. The primary gears 109, the secondary gears 110, the connector gears 108, and the main gears 106 are spur gears for easy engagement as per requirement.

[0028] An axle 112 associated with the wheels of the automobile having a pair of final gears. The axle 112 constitutes two sections such that each section is connected with a bearing case 113 integrated in between the two sections of the axle 112. The bearing case 113 incorporates a set of bearings positioned in a parallel manner. On end of each sections are integrated with the final gears while the other free end is configured with the bearings for supporting smooth rotation of the axle 112 to deliver power from the engine to the wheel efficiently.

[0029] The final gears constitute inner final gears 111a mounted on inner side and outer final gears 111b mounted on outer side of each section of the axle 112, respectively. The final gears are provided to get mesh either with the primary gear 109 or secondary gear 110 as per requirement of different gear ratios. The primary gears 109 and the secondary gears 110 have dissimilar diameters enabling different gear ratios.

[0030] The meshing of final gears (inner final gears 111a or outer final gears 111b) with the primary or secondary gears 109, 110 is provided by the extension/retraction of the hydraulic shafts 107a, 107b as per requirement. The primary gears 109 correspond to mesh with inner final gears 111a, resulting in delivering a high torque output to the wheels. While, the secondary gears 110 correspond to mesh with outer final gears 111b resulting in delivering a high speed output to the wheels.

[0031] In an exemplary embodiment, the primary gear 109 having 50 teeth while the inner final gears 111a have 100 teeth. The transmission of power from the engine to the wheel via the meshing of the primary gear 109 and inner final gears 111a constitute to reduction ratio of 2:1 i.e. the power delivery at the wheel is high torque and low speed.

[0032] In another exemplary embodiment, in case the secondary gears 110 having 100 teeth while the outer final gears 111b have 50 teeth. The transmission of power from the engine to the wheel via the meshing of the secondary gears 110 and outer final gears 111b constitute to overdrive ratio of 0.5:1 i.e. the power delivery at the wheel is high speed and low torque.

[0033] A hydraulic arrangement associated with the system powers the shafts 107a, 107b in providing extension/retraction of the shafts 107a, 107b as per requirement. The microcontroller actuates a hydraulic pump and hydraulic valve associated with the hydraulic arrangement consisting of a hydraulic cylinder, hydraulic valve and piston that work in collaboration for providing the required extension/retraction of the shafts 107a, 107b to allow passage of hydraulic fluid from the pump within the cylinder, the hydraulic fluid further develops pressure against the piston and results in pushing and extending the piston. The piston is connected with the shafts 107a, 107b and due to applied pressure the shafts 107a, 107b extends and similarly, the microcontroller retracts the shafts 107a, 107b by closing the valve resulting in retraction of the piston. The microcontroller regulates the extension/retraction of the shafts 107a, 107b thereby meshing the primary gear 109 or the secondary gears 110 with the inner final gears 111a or outer final gears 111b, respectively as per requirement.

[0034] The extension/retraction of the shafts 107a, 107b provide meshing of the corresponding primary gears 109 or with the secondary gears 110 to the inner final gears 111a or outer final gears 111b, respectively. The meshing with the primary gears 109 or secondary gears 110 with the inner final gears 111a or outer final gears 111b, respectively, constitute transmission of rotational motion of the gears to the axle 112 as per required gear ratio.

[0035] The casing 101 is embedded with an ultrasonic sensor, such that detects position of the primary gear 109 and secondary gears 110 with respect to the inner final gears 111a or outer final gears 111b, respectively. The ultrasonic sensor disclosed herein, consists of an emitter and a receiver that acts as a transducer. The emitter emits ultrasonic sound waves towards the primary gear 109 and secondary gears 110. Then, the radiation strike to the primary gear 109 and secondary gears 110 and reflect back which are captured by the receiver. The signal is sent to the microcontroller. The microcontroller processes the received signal from the ultrasonic sensor and on the basis of time lapse in between the sent and received radiations, the microcontroller determines the positioning of the primary gear 109 and secondary gears 110.

[0036] In relation to the detection of positioning of the primary gear 109 and secondary gears 110, an RPM (rotations per minute) sensor provided in the casing 101 works in sync with the ultrasonic sensor. The RPM sensor determines the rotational rate of the primary gear 109, secondary gears 110 and the final gears (inner final gears 111a or outer final gears 111b).

[0037] The RPM sensor convert mechanical motion into electric pulses with or without direct contact when positioned near the gears (primary gear 109, secondary gears 110, the inner final gears 111a and outer final gears 111b ). The resultant output signals are then fed to a digital counter or a totalizer, and further the final readings are sent to the microcontroller for validation of the rotational speed of the gears (primary gear 109, secondary gears 110 and the inner final gears 111a or outer final gears 111b ).

[0038] The microcontroller assesses the combined signal of the ultrasonic sensor and the rpm sensor, such that, the microcontroller time reciprocation of the hydraulic shafts 107a, 107b by actuating the hydraulic arrangement for meshing to ensure a smooth engagement.

[0039] While the vehicle is in running condition, the reciprocation of the hydraulic shafts 107a, 107b result in providing suitable gear ratio in accordance to a load condition of the automobile. A pressure sensor embedded in a hitch associated with the automobile to determine load condition of the automobile. The pressure sensor works by measuring the force exerted on the hitch when a load is applied. The sensor detects changes in pressure caused by the weight of the load being towed or carried by the automobile. When a load is attached to the hitch, the pressure within the sensor increases, and this change is converted into an electrical signal. The sensor continuously monitors this pressure and sends real-time data to the microcontroller, which processes the information to determine the load condition.

[0040] In accordance to the pressure experienced by the hitch of the automobile, the microcontroller actuates the hydraulic shafts 107a, 107b via the hydraulic arrangement to reciprocate and engage the primary gear 109 or the secondary gear 110 to enable a suitable gear ratio as per the load.

[0041] In relation to the automobile running condition over angled terrain such as slope, an angle sensor embedded in the casing 101 to determine an angle of the automobile. The angle sensor used herein is preferably an optical angle sensor (not shown in figure) that use light beams and optical detectors to measure changes in light reflection or transmission caused by the angle of the automobile. As the angle changes, the amount of light reflected or transmitted varies, allowing the sensor to calculate the angle. The angle sensor provides an output signal that represents the detected angle of the automobile and transmits the signal to the microcontroller. The microcontroller processes the signal to monitor the inclination angle of the automobile over the terrain.

[0042] As per the required demand of more torque while the automobile moves over the angled terrain, the microcontroller to actuate the hydraulic shafts 107a, 107b via the hydraulic arrangement to reciprocate and engage the primary gears 109 with the inner final gears 111a to enable a suitable gear ratio for the slope.

[0043] A tachometer embedded in each wheel of a vehicle to monitor the rotational rate of the wheels. The tachometer measures the speed at which the wheels are rotating. In this case, the wheels of the vehicle. When the tachometer detects that one of the wheels is rotating at a lower rate than the others, the tachometer signals the microcontroller to respond accordingly. The microcontroller then actuates the corresponding hydraulic shaft 107a, 107b such that are connected to the affected wheel. These hydraulic shafts 107a, 107b are responsible for engaging the primary gear 109 with the inner final gears 111a associated with the affected wheel. Meanwhile only one hydraulic shaft 107a, 107b corresponding to the side of the affected wheel, gets engaged via the hydraulic arrangement.

[0044] By engaging the primary gear 109 with the inner final gear 111a of the affected wheel, the device adjusts the power distribution between the wheels, providing complete torque to the wheel with lower rotational speed. This helps the vehicle to regain traction, especially in challenging conditions like pot holes, slush, slippery terrain (e.g., ice, mud, or wet roads). This intervention prevents the vehicle from becoming stuck or losing control on such surfaces, enabling the vehicle to escape from the slippery conditions and continue moving. Essentially, this specific engagement of the particular hydraulic shaft 107a, 107b, improves the vehicle’s stability and traction in low-grip scenarios, enhancing maneuverability in critical scenarios of free wheel spinning. Post rescuing the vehicle from the scenarios like pot holes, slush, slippery terrain etc., the microcontroller re-actuates the hydraulic shafts 107a, 107b via the hydraulic arrangement to engage all the wheels for continuous power delivery from the engine to the wheels.

[0045] A battery (not shown in figure) is associated with the system to supply power to electrically powered components which are employed herein. The battery is comprised of a pair of electrodes named as a cathode and an anode. The battery uses a chemical reaction of oxidation/reduction to do work on charge and produce a voltage between their anode and cathode and thus produces electrical energy that is used to do work in the system.

[0046] The present invention works best in the following manner, where the proposed invention includes the propeller shaft 102 within the outer casing 101, connected to the engine of the automobile to transfer power to the axle 112. The pinion gear 103 on the propeller shaft 102 meshes with the ring gear 104 on the spindle 105 installed perpendicular to the propeller shaft 102. At either end of the spindle 105, the set of main gears 106 are connected to hydraulic shafts 107a, 107b that extend outward from the casing 101. These hydraulic shafts 107a, 107b have connector gears 108 that engage with the main gears 106 for motion transfer. Each hydraulic shafts 107a, 107b has the primary gear 109 at its inner end and the secondary gear 110 at its outer end, which mesh with final gears on the axle 112, transferring power to the wheels. The hydraulic shafts 107a, 107b are actuated to move the primary and secondary gears 110 in sync with the final gears, ensuring the appropriate gear ratio is applied based on the load, slope, and other conditions. The ultrasonic sensor and RPM sensor that detect the position and rotational speed of the gears, enabling precise timing for the hydraulic shaft’s 107a, 107b reciprocation to ensure smooth gear engagement. Additionally, the pressure sensor in the hitch monitors load conditions, while the angle sensor adjusts the gear ratios based on the vehicle’s slope, providing optimal power transfer to the axle 112 in various driving scenarios.

[0047] Although the field of the invention has been described herein with limited reference to specific embodiments, this description is not meant to be construed in a limiting sense. Various modifications of the disclosed embodiments, as well as alternate embodiments of the invention, will become apparent to persons skilled in the art upon reference to the description of the invention. , C , Claims:1) A power transmission system for an automobile, comprising:
i) an outer casing 101 having a propeller shaft 102 disposed within said casing 101, engaged with an engine of said automobile for transmission of power to an axle 112 of said automobile;
ii) a pinion gear 103 affixed on said propeller shaft 102, which is meshed with a ring gear 104 installed on a spindle 105 installed within said casing 101, wherein said spindle 105 is installed perpendicular to said propeller shaft 102;
iii) a set of main gears 106 disposed at either ends of said spindle 105, wherein a pair of hydraulic shafts 107a, 107b are incorporated in said casing 101, wherein said hydraulic shafts 107a, 107b are partially projecting outwards from said casing 101 on either side of said casing 101, and are provided with connector gears 108 for coupling with said main gears 106 for motion transfer;
iv) a primary gear 109 is arranged on each of inner ends of said hydraulic shafts 107a, 107b and a secondary gear 110 is arranged each of outer ends of said hydraulic shafts 107a, 107b, for meshing with a pair of final gears having inner final gear 111a and outer final gears 111b , mounted towards each end of an axle 112 associated with wheels of said automobile, wherein said hydraulic shafts 107a, 107b are actuated to reciprocate said primary gear 109 and said secondary gear 110 with respect to said final gears for transmission of power to said axle 112 via said primary gear 109 or said secondary gear 110 as per required gear ratio; and
v) an ultrasonic sensor embedded in said casing 101 in synchronisation with an RPM (rotations per minute) sensor provided in said casing 101, detects position of said primary gear 109 and secondary gears 110 with respect to said final gears and rotational rate of said primary gear 109, secondary gears 110 and said final gears, to time reciprocation of said hydraulic shaft 107a, 107b for meshing to ensure a smooth engagement.

2) The system as claimed in claim 1, wherein said primary gear 109 and said secondary gears 110 have dissimilar diameters enabling different gear ratios.

3) The system as claimed in claim 1, wherein a pressure sensor embedded in a hitch associated with said automobile to determine a load and trigger said microcontroller to actuate said hydraulic shaft 107a, 107b to reciprocate and engage said primary gear 109 or said secondary gear 110 to enable a suitable gear ratio as per said load.

4) The system as claimed in claim 1, wherein an angle sensor embedded in said casing 101 to determine an angle of said automobile and trigger said microcontroller to actuate said hydraulic shaft 107a, 107b to reciprocate and engage said primary gear 109 or said secondary gear 110 to enable a suitable gear ratio for said slope.

5) The system as claimed in claim 1, wherein said primary gear 109, said secondary gears 110, said connector gears 108, and said intermediate gears are spur gears.

6) The device as claimed in claim 1, wherein, a tachometer is incorporated in each of said wheels to detect rotational rate of said wheels to trigger said microcontroller to actuate said hydraulic shaft 107a, 107b corresponding to said wheel rotating at a lower rate, to engage primary gear 109 with inner final gears 111a corresponding to said wheel rotating at a lower rate, to enable escape of said vehicle from a slippery terrain.