Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K17/00—Arrangement or mounting of transmissions in vehicles
  • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
  • B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
  • B60K17/046—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel with planetary gearing having orbital motion
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G3/00—Resilient suspensions for a single wheel
  • B60G3/02—Resilient suspensions for a single wheel with a single pivoted arm
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G7/00—Pivoted suspension arms; Accessories thereof
  • B60G7/02—Attaching arms to sprung part of vehicle
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K17/00—Arrangement or mounting of transmissions in vehicles
  • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
  • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of change-speed gearing
  • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of change-speed gearing of mechanical type
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
  • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
  • B60K2007/0046—Disposition of motor in, or adjacent to, traction wheel the motor moving together with the vehicle body, i.e. moving independently from the wheel axle

Definitions

• the present subject matter relates generally to a powertrain assembly. More particularly but not exclusively, the present subject matter also relates to a vehicle and a swingarm assembly with a powertrain assembly.
• vehicles use different types of prime movers like internal combustion engine, electric motor and/or a combination thereof.
• vehicles are known to have an independent motor and/or an in-wheel hub motor.
• An independent motor can be designed and used for higher torque applications.
• Independent motors are conventionally mounted at an appropriate location on the frame and do not have limitations on the amount of power due to their placement.
• the vehicles having independent motor whether alone or in combination with an engine, also need an efficient transmission assembly for transmitting the power from the prime mover to the output, for example one or more wheels or drive belts/chains.
• the transmission assembly conventionally includes a primary and secondary reduction stage.
• the primary reduction stage includes plurality of drive means such as gears.
• the gears in the primary reduction increases weight and need more maintenance for better lubrication such as oil. Since a more powerful motor having larger size is mounted on the frame of the vehicle, it often leads to transmission losses due to the distance between the motor and the wheel. Further, a secondary reduction stage is also required that will transmit the torque from the primary reduction stage to the final output in the form of wheel or chain drive.
• the secondary reduction stage in addition to the primary reduction stage creates layout constraints. Due to said layout constraints particularly in saddle type vehicle, a mono-shock absorber is conventionally used for rear suspension and that is to be mounted to a crankcase assembly of the powertrain or the frame member. The mono-shock absorber is required to be packaged substantially in the center of the vehicle.
• Dual shock absorbers find less (or almost no) application in a vehicle having an independent motor as the prime mover because the crankcase or the frame is being made to have dedicated provision for mounting a single shock absorber. This increases the overall weight of the vehicle. Further, in this configuration with a motor mounted on the frame member of the vehicle, single sided swingarms are known to be used as they are less complicated to manufacture compared to two sides swingarm assembly. However, single sides swingarms need to have greater strength and would add to the weight of vehicle in addition to the weight of the mountings needed for the motor on the crankcase. Further, this may also lead to imbalanced mass distribution on the vehicle. This is a challenge for the designers to provide an improved riding comfort under various driving conditions especially when various parameters like yaw, roll and pitch being considered.
• an in-wheel hub motor is smaller in size and lighter in weight. It has comparatively lesser distance between motor and the wheel thereby reducing power transmission losses. Further, due to the reduced size of in-wheel motor, such a vehicle can have dual shock absorbers which are much preferred by consumers for better comfort due to the reduced size of the motor and reduced distance between the motor and the wheel.
• the in-wheel hub motor has torque limitation because torque increment is dependent upon the size of the motor. Any increase in size of an in-wheel hub motor would lead to an increase in wheel diameter which may require a change in vehicular architecture which is not desirable for a given vehicle.
• the first reduction stage has gears which required lubrication and a higher noise is often observed due to the distance between the pulleys and gears in the transmission assembly.
• the primary reduction is closer to the longitudinal axis of the vehicle as compared to secondary reduction which is relatively farther from the longitudinal axis of the vehicle.
• two shock absorbers would not be preferred used as doing so would increase the width of the vehicle.
• adjustments and maintenance of the primary reduction assembly and/or the mono-shock absorber would necessarily require at least partly dismantling the swingarm assembly and the secondary reduction assembly. This also leads to higher transmission losses, higher weight of transmission system, increased vehicle width, inaccessibility to the shock absorbers, and increased belt tension.
• Figure 3 illustrates a right-side view of an embodiment of the powertrain assembly on a saddle type vehicle.
• Figure 13 illustrates an exploded view of the embodiment of the present powertrain assembly and the swingarm assembly.
• the present invention provides a powertrain assembly, a swing arm assembly and a vehicle having the powertrain assembly and the swing arm assembly.
• a powertrain assembly of a vehicle comprises a prime mover for providing power to propel the vehicle; at least one rotating member for enabling motion of the vehicle using said power from the prime mover; and a transmission assembly.
• the transmission assembly includes a plurality of drive assemblies for transferring the output of the prime mover to the rotating member for enabling the motion of the vehicle.
• the plurality of drive assemblies includes at least a first drive assembly and a second drive assembly.
• the vehicle comprises a frame assembly and a swing arm assembly.
• the swing arm assembly of the vehicle includes a first portion which is pivotably connected to the frame assembly of the vehicle. The first portion is configured to mount the prime mover with the help of a plurality of mounting means.
• a second portion of the swing arm assembly is configured to have at least a pair of arms. The arms of the second portion of the swing arm assembly are configured to mount the rotating member.
• the rotating member can be one or more wheel.
• the second portion is also configured to mount a suspension assembly in which the first drive assembly is operably connected to the prime mover for transferring a power from the prime mover to the second drive assembly.
• the second drive assembly then transfers the power from the first drive assembly to the rotating member.
• the arms of the swing arm assembly are configured to have an opening to provide an operable connection between the first drive assembly and the second drive assembly.
• the opening is configured to receive a bearing.
• the bearing is provided with a hole.
• the hole is configured to receive a connecting shaft configured to provide operable connectivity for the first drive assembly and the second drive assembly.
• the prime mover in the powertrain assembly, includes an output shaft.
• the first drive assembly includes a first drive means which is installed on the output shaft of the prime mover.
• the first drive assembly also includes a second drive means and a first drive connector.
• the first drive connector is configured to operably connect the first drive means and the second drive means.
• the second drive assembly includes a third drive means which is operably connected to the second drive means through a connecting shaft. The hole on the opening receives the connecting shaft for coaxially mounting the second drive means and the third drive means.
• the second drive assembly also includes a fourth drive means and a second drive connector.
• the second drive connector operably connects the third drive means and the fourth drive means.
• the fourth drive means is operably coupled to the rotating member for rotating the rotating member.
• the opening is configured to receive a connecting shaft.
• the connecting shaft is configured to co-axially mount the second drive means and the third drive means.
• the rotating member is a wheel that comprises mounting means to mount the fourth drive means on the wheel.
• the prime mover is selected from a group consisting of one or more electric motors, one or more internal combustion engines and a combination of electric motor(s) and internal combustion engine(s).
• the plurality of mounting means to mount the prime mover includes one or more adjustable slot.
• the adjustable slot is configured to provide a displacement of the prime mover in order to adjust a tension in a first drive connector of the transmission assembly of the vehicle.
• FIG. 4b shows the top view of the saddle type vehicle 100 showing the frame assembly 101, the prime mover 201, a connecting shaft 400ax and the pair of arms 400sa, 400sb of the swing arm assembly 400.
• the connecting shaft 400ax passes through an opening 400op (shown in Fig.5) and operably connects the first drive assembly 30 If and the second drive assembly 301s.
• the shaft 400ax passes through the opening 400op (shown in Fig.5) and is configured to operably connect the second drive means 301fs (of the first drive assembly 30 If) and the third drive means 301st (of the second drive assembly 301s).
• the first portion 400f and the second portion 400s are integrally formed and have a stepped portion 400sp between the first portion 400f and the second portion 400f.
• the stepped portion 400sp forming between the first portion 400f and the second portion 400s has a substantially inclined profile starting from one end of the first portion 400f to another end of the second portion 400s. In another embodiment of the invention, it can also be straight inclined or curved inclined. The stepped portion 400sp thus gives enough room for the prime mover 201 which is installed on the first portion 400f of the swing arm assembly 400.
• the at least one of the pair of arms 400sa, 400sb of the second portion 400s is configured to have a brake caliper mounting means 400bc which is integrally formed with the said pair of arms 400sa, 400sb of the swing arm assembly 400.
• the brake caliper mounting means 400bc enables mounting of one or more brake calipers which enable application of breaking force on the rotating member 202.
• the opening 400op is being configured to receive the connecting shaft 400ax which operably connects the second drive means 301fs, and the third drive means 301st (shown in Fig. 13) of the transmission assembly 300 of the saddle type vehicle 100.
• the first portion 400f of the swing arm assembly 400 mounting the prime mover 201 using the mounting means 400m includes a plurality of adjustable slots 400msp which are configured to provide a displacement of the prime mover 201 in order to adjust a tension in the first drive connector 301fc (shown in Fig. 9 and Fig. 13).
• the rotating member 202 is rotatably installed on the connecting shaft 202ax.
• the pair of arms 400sa, 400sb have the plurality of mounting means 400m which further includes a plurality of adjustable openings for enabling the displacement of the rotating member 202 in the vehicle length direction for adjusting a tension in the second drive assembly 301fc of the transmission assembly 300 of the saddle type vehicle 100.
• the pair of arms 400sa, 400sb have a substantially triangular portion 400t having at least one opening 400os.
• the opening 400os is configured to mount the pair of shock absorbers 500a, 500b of the suspension assembly 500 using known detachable fasteners.
• Figure 9 illustrates a perspective view of an embodiment of the transmission assembly 300 mounted on the swingarm assembly 400 from a vehicle left side.
• the Figure 9 shows the expanding view of one of the arms 400sa, 400sb of the swing arm assembly 400 showing the adjustable opening 400msw.
• the adjustable opening 400msw on both the pair of arms 400sa and 400sb allows for adjusting the position of the rotating member 202 in a vehicle length direction to adjust the tension in said second rive connector 301sc.
• the transmission assembly 300 ofthe saddle type vehicle 100 comprises the plurality of the drive assemblies 301 for receiving and transferring the output of the prime mover 201 to the rotating member 202 of the saddle type vehicle 100.
• the plurality of drive assemblies 301 of the transmission assembly 300 comprises the first drive assembly 301f and the second drive assembly 301s.
• the first drive assembly 30 If is operably connected to the prime mover 201 to transfer power from the prime mover 201 to the second drive assembly 301s.
• the second drive assembly 301s being substantially disposed in a space defined by the pair of arms 400sa, 400sb of the swing arm assembly 400 is configured to transfer the power to the rotating member 202.
• the first drive assembly 30 If is disposed outside the space defined by the pair of arms 400sa, 400sb of the swing arm assembly 400.
• the first drive assembly 30 If includes a first drive means 30 Iff being installed on an output shaft 201ax of the prime mover 201; a second drive means 301fs; and a first drive connector 301fc being configured to operably connect the first drive means 30 Iff and the second drive means 301fs.
• the second drive assembly 301s includes athird drive means 301st being operably connected to the second drive means 301fs; a fourth drive means 301sf; and a second drive connector 301 sc being configured to operably connect the third drive means 301st and the fourth drive means 301sf.
• the fourth drive means 301sf is operably coupled to the rotating member 202 to rotate it.
• the connecting shaft 400ax is configured to co-axially mount the second drive means 301fs and the third drive means 301st.
• a diameter of the first drive means 30 Iff is less than the diameter of the second drive means 301fs and a diameter of the third drive means (301st) is less than the diameter of the fourth drive means 301sf.
• the fourth drive means 301sf is co-axially mounted with the rotating member 202.
• the rotating member 202 is rotatably installed on the connecting shaft 202ax.
• the connecting shaft 202ax is mounted using the plurality of mounting means 400msw provided on the pair of arms 400sa, 400sb.
• the plurality of mounting means is adjustable openings 400msw in order to enable a displacement of the rotating member 202 on the connecting shaft 202ax in a vehicle length direction for adjusting a tension in the second drive connector 301 sc of the transmission assembly 300 of the vehicle 100. It is to be noted that the adjustable openings 400msw are easily accessible for the servicing personnel.
• Figure 10 illustrates a side view of an embodiment of the powertrain assembly 200 showing the swingarm assembly 400 with an expanded view of the first portion 400f having the adjustable slot 400msp.
• the first drive assembly 30 If is operably connected to the prime mover 201 to transfer the power.
• the plurality of mounting means 400m of the swing arm assembly 400 for mounting the prime mover 201 include a plurality of adjustable slots 400msp.
• the prime mover 201 being installed on the first portion 400f tends to deviate from its original position when the tension is no longer sustained with time.
• the plurality of adjustable slots 400msp are therefore configured to enable a relatable displacement of the prime mover 201 to the swing arm assembly 400 and thus adjusting tension in the first drive connector 301fc. It is to be noted that the adjustable slots 400msp are easily accessible for the servicing personnel. Further, the adjustable openings 400msw and adjustable slots 400msp being easily accessible adjusters can be provided on either side of the vehicle 100.
• Figure 13 illustrates the exploded view of an embodiment of the powertrain assembly 200 of the saddle type vehicle 100.
• the respective components have been discussed at length in the previously mentioned paragraphs.
• the output shaft 20 lax of the prime mover 201 is not seen as it may be concealed within the outer cover of the prime mover 201.
• a skilled person can make an educated estimate of the location of the output shaft 201ax of the prime mover
• Fig. 14a illustrates a side view of an embodiment of the powertrain assembly 200 showing the plane of cross-section “XSEC0002”.
• Fig. 14b shows the top view of the cross-section across plane XSEC0002 as shown in Fig. 14a.
• the rotating member 202 is mounted between the pair of arms 400sa, 400sb (shown in Fig. 13) of the swing arm assembly 400 (shown in Fig. 5).
• the connecting shaft 400ax has been disposed into the opening 400op (shown in Fig. 5) in order to coaxially mount the first drive assembly 30 If and the second drive assembly 301s with the second portion 400s of the swing arm assembly 400.
• the output shaft 20 lax has been disposed to coaxially mount the prime mover 201, the first portion 400f and the first drive means 30 Iff of the first drive assembly 30 If in the transmission assembly 300 of the saddle type vehicle 100.
• the various shafts are mounted using known mountable means in the art like nut bolts and bearings. List of Reference numerals:
• Rotating member 02ax Shaft for mounting rotating member 202 Rotating member 02ax Shaft for mounting rotating member 202

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Transportation (AREA)
• Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
• Axle Suspensions And Sidecars For Cycles (AREA)
• Motorcycle And Bicycle Frame (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=90099043

Family Applications (1)

Country Status (8)

Family Cites Families (2)

• 2023
  • 2023-08-31 WO PCT/IN2023/050820 patent/WO2024047672A1/en not_active Ceased
  • 2023-08-31 AU AU2023331626A patent/AU2023331626A1/en active Pending
  • 2023-08-31 EP EP23859656.3A patent/EP4580901A1/de active Pending
  • 2023-08-31 JP JP2025511341A patent/JP2025528888A/ja active Pending
  • 2023-08-31 CN CN202380062409.3A patent/CN119923329A/zh active Pending
  • 2023-08-31 KR KR1020257009657A patent/KR20250060890A/ko active Pending
• 2025
  • 2025-02-27 CO CONC2025/0002358A patent/CO2025002358A2/es unknown
  • 2025-02-27 MX MX2025002461A patent/MX2025002461A/es unknown

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