WO2024052925A1

WO2024052925A1 - A hill hold mechanism of a vehicle and a system thereof

Info

Publication number: WO2024052925A1
Application number: PCT/IN2023/050600
Authority: WO
Inventors: Yogesh Manohar Tongaonkar; Ravi Kumar; Hiralkumar Ghanshyambhai Patel
Original assignee: Tata Motors Limited
Priority date: 2022-09-09
Filing date: 2023-06-22
Publication date: 2024-03-14

Abstract

Present disclosure discloses a hill hold assist mechanism (100) of a vehicle. The mechanism includes a clutch (2) disposed concentric to a drive shaft (1) and coupled to a body frame of the vehicle. Further, at least one gear (3) is coupled to the drive shaft (1) and positioned adjacent to the clutch (2). The mechanism (100) includes a sleeve (4) slidably disposed on the at least one gear (3), and adapted to displace between a first position (FP) and a second position (SP). Furthermore, at least one actuator (6) is coupled to the sleeve (4) and is adapted to displace the sleeve (4) from the first position (FP) to the second position (SP), for engaging a portion of the sleeve (4) with the clutch (2) to hill hold the vehicle.

Description

‘A HILL HOLD MECHANISM OF A VEHICLE AND A SYSTEM THEREOF’

TECHNICAL FIELD

Present disclosure, in general, relates to field of automobiles. Particularly, but not exclusively, the present disclosure relates to a hill hold assist mechanism of a vehicle. Further, embodiments of the present disclosure discloses a hill hold assist system of the vehicle.

BACKGROUND OF THE DISCLOSURE

Generally, an operator or driver of a vehicle having a manual transmission employs both feet to operate the vehicle. Typically, right foot is used to operate both an accelerator pedal and a brake pedal, while left foot is used to operate a clutch pedal. Whereas, in the vehicle with automatic transmission, right foot is used to operate the accelerator and brake pedal. So as long as the vehicle is driven over relatively flat terrain, the manipulation of three pedals with two feet in case of manual transmission and one foot in case of automatic transmission is usually not inconvenient. However, when the vehicle is driven over a gradient or a hilly terrain, such operation can be challenging.

For example, to stop the vehicle on an ascending incline, the driver normally uses the left foot to depress the clutch pedal (to disconnect the transmission from the engine) and simultaneously uses the right foot to depress the brake pedal (to stop the vehicle and hold it stationary). Thereafter, to continue up the ascending incline, the driver must rapidly move the right foot from the brake pedal to the accelerator pedal (to increase the speed of the engine) and simultaneously move the left foot to gradually release the clutch pedal (to re-connect the transmission to the engine). However, because of the weight of the vehicle, the vehicle may roll backward down the incline, as soon as the brake pedal is released. As a result, the clutch is often engaged too quickly, causing the vehicle to lurch forward and occasionally causing the engine to stall. Additionally, to prevent the vehicle from rolling backward, the clutch and the accelerator pedals are partially engaged with hand brake in an engaged condition. This way of operating the vehicle with the hand brake engaged leads to high power demand of engine as well high fuel consumption and high stress at all rotating components. Further, proper maneuvering of hand brake, clutch and throttle is required to march the vehicle, which is difficult for learners and any mis-judgement in the handling can lead to roll down or sudden acceleration of the vehicle, which is undesired. Furthermore, continuous engagement and disengagement of the hand brake leads to frictional heat generation at the interface of tire and brake shoe which results in reduced life of tyres and the braking components, which is again undesired.

Present disclosure is directed to overcome one or more limitations stated above or any other limitations associated with the known arts.

SUMMARY OF THE DISCLOSURE

One or more shortcomings of the prior art are overcome by a mechanism and a system as claimed and additional advantages are provided through the mechanism and the system as claimed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.

In one non-limiting embodiment of the present disclosure, a hill hold assist mechanism of a vehicle is disclosed. The mechanism includes a clutch which is disposed concentric to a drive shaft and coupled to a body frame of the vehicle. Further, the mechanism includes at least one gear that is coupled to the drive shaft and is positioned adjacent to the clutch. The at least one gear rotates along with rotation of the drive shaft. Furthermore, a sleeve is slidably disposed on the at least one gear and adapted to displace between a first position and a second position. Additionally, the mechanism includes at least one actuator which is coupled to the sleeve. The at least one actuator is adapted to displace the sleeve from the first position to the second position, for engaging a portion of the sleeve with the clutch to hill hold the vehicle.

In an embodiment, the mechanism comprises a shift fork which is disposed on the sleeve and coupled to the at least one actuator, the shift fork is configured to displace the sleeve between the first position and the second position corresponding to actuation of the at least one actuator.

In an embodiment, the shift fork is defined with a curved profile and is defined with at least one connecting member. The at least one connecting member is adapted to engage with the sleeve to displace the sleeve between the first position and the second position. In an embodiment, the sleeve is defined with an plurality of internal engaging members adapted to selectively engage with a plurality of external engaging members of the clutch and a plurality of teeth of the at least one gear.

In an embodiment, the sleeve in the first position engages with the at least one gear and rotates along with rotation of the at least one gear.

In an embodiment, the clutch is a one-way clutch configured to rotate in one direction.

In an embodiment, the sleeve in the second position engages with a portion of each of the at least one gear and the clutch, to stop rotation of the at least one gear to hill hold the vehicle.

In another non-limiting embodiment of the present disclosure, a hill hold assist system of a vehicle is disclosed. The system includes a plurality of sensors that are associated with the vehicle and adapted to determine predefined working conditions of the vehicle. Further, the system includes a control unit communicatively coupled to the plurality of sensors and configured to receive signals from the plurality of sensors. Furthermore, the system includes a hill hold assist mechanism which is communicatively coupled to the control unit. The control unit is configured to operate the mechanism to hill hold the vehicle, based on signals received from the plurality of sensors. The mechanism includes a clutch which is disposed concentric to a drive shaft and coupled to a body frame of the vehicle. Further, the mechanism includes at least one gear that is coupled to the drive shaft and is positioned adjacent to the clutch. The at least one gear rotates along with rotation of the drive shaft. Furthermore, a sleeve is slidably disposed on the at least one gear and adapted to displace between a first position and a second position. Additionally, the mechanism includes at least one actuator which is coupled to the sleeve. The at least one actuator is adapted to displace the sleeve from the first position to the second position, for engaging a portion of the sleeve with the clutch for locking wheels of the vehicle on the gradient.

In an embodiment, the control unit is communicatively coupled to the at least one actuator and configured to selectively actuate the at least one actuator to displace the sleeve between the first position and the second position, based on signals received from the plurality of sensors. In an embodiment, the plurality of sensors are at least one of an inclination sensor, a brake pedal sensor, an accelerator pedal sensor, an ABS sensor, a parking brake sensor and a gear position sensor.

The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS

The novel features and characteristics of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives, and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiments when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:

Fig. 1 illustrates a schematic view of a hill hold assist system of a vehicle, in accordance with an embodiment of the present disclosure.

Fig. 2 illustrates a perspective view of a hill hold assist mechanism depicting a sleeve in its first position, in accordance with an embodiment of the present disclosure.

Fig. 3 illustrates a perspective view of the hill hold assist mechanism depicting the sleeve in its second position, in accordance with an embodiment of the present disclosure.

Fig. 4 illustrates an exploded view of the hill hold assist mechanism, in accordance with an embodiment of the present disclosure.

Fig. 5 illustrates a perspective view of a clutch utilized in the hill hold assist mechanism of Fig. 1, in accordance with an embodiment of the present disclosure.

Fig. 6 illustrates a perspective view of a gear utilized in the hill hold assist mechanism, in accordance with an embodiment of the present disclosure. Fig. 7 illustrates a perspective view of the sleeve utilized in the hill hold assist mechanism, in accordance with an embodiment of the present disclosure.

Fig. 8 illustrates a perspective view of a shift fork utilized in the hill hold assist mechanism, in accordance with an embodiment of the present disclosure.

The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the mechanism and system illustrated herein may be employed without departing from the principles of the disclosure described herein.

DETAILED DESCRIPTION

The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which forms the subject of the claims of the disclosure. It should be appreciated by those skilled in the art that, the conception and specific embodiments disclosed may be readily utilized as a basis for modifying other mechanisms, devices, systems, assemblies and methods for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that, such equivalent constructions do not depart from the scope of the disclosure as set forth in the appended claims. The novel features which are believed to be characteristics of the disclosure, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.

The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a nonexclusive inclusions, such that a mechanism or a system or a device that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or system. In other words, one or more elements in a mechanism or system proceeded by “comprises... a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.

Reference will now be made to the exemplary embodiments of the disclosure, as illustrated in the accompanying drawings. Wherever possible, same numerals have been used to refer to the same or like parts. The following paragraphs describe the present disclosure with reference to Figs. 1-8.

Fig. 1 is an exemplary embodiment of the present disclosure which illustrates a hill hold assist system (200). The hill hold assist system (200) may be configured to lock wheels of the vehicle for holding or stopping the vehicle on a gradient. In an embodiment, locking the vehicle may be inferred as mitigating rotation of the wheels backward when the vehicle is ascending the gradient and mitigating rotation of the forward when the vehicle descending the gradient, based on working conditions of the vehicle or based on desire of the operator. Therefore, the hill hold assist system (200) aids in holding the vehicle on gradient surfaces, thereby mitigates rolling of the vehicle and thus assisting the operator in operating the vehicle. As an example, the vehicle may be including but not limited to a passenger vehicle, an utility vehicle, a commercial vehicle and the like. As seen in Fig. 1, the hill hold assist system (200) [hereafter referred to as system (200)] may include a plurality of sensors (7) which may be associated with the vehicle, to determine different working conditions of the vehicle. In an embodiment, the plurality of sensors (7) may be including but not limited to a vehicle inclination sensor, a brake pedal sensor, an accelerator pedal sensor, an anti- lock braking system (ABS) sensor, a parking brake sensor and a gear position sensor. As an example, the working conditions of the vehicle determined by the plurality of sensors (7) may be including but not limited to inclination of the vehicle, actuation of a brake pedal, actuation of an accelerator pedal, rotation of wheels, speed of the vehicle, actuation of a parking brake, actuation of gears in a transmission of the vehicle and the like. Further, as seen in Fig. 1, the system (200) may include a control unit (CU) which may be communicatively coupled to the plurality of sensors (7) and may be configured to receive signals from the plurality of sensors (7). In an embodiment, the control unit (CU) may be a centralized control unit of the vehicle or may be a dedicated control unit to the system (200) associated with the centralized control unit of the vehicle. The control unit (CU) may also be associated with other control units including, but not limited to, a body control module (BCM), a central control module (CCM), a general electronic module (GEM), and the like. In an embodiment, the control unit (CU) may include a processing unit, where the processing unit may comprise at least one data processor for executing program components for executing user- or system-generated requests. Further, the control unit (CU) may be an electronic control unit, disposed in communication with one or more memory devices via a storage interface.

In an embodiment, the control unit (CU) may be communicatively coupled to the vehicle inclination sensor and receive a signal corresponding to inclination of the vehicle. Further, the control unit (CU) may be communicatively connected to the brake pedal sensor and the accelerator pedal sensor and receive a signal corresponding to actuation of the brake pedal and the accelerator pedal, respectively. Furthermore, the control unit (CU) may be communicatively connected to an antilock braking system (ABS) sensor of the vehicle to and receive a signal corresponding to a static and a dynamic condition of the vehicle through determination of rotation of the wheels and also receive a signal corresponding to the speed of the vehicle. Additionally, the control unit (CU) may be connected to the parking brake sensor and the gear position sensor to receive a signal corresponding to actuation of the parking brake and actuation of gears in the transmission of the vehicle, respectively.

Referring further to Fig. 1, the system (200) may include a hill hold assist mechanism (100) which may be communicatively coupled to the control unit (CU). In an embodiment, the hill hold assist mechanism ( 100) may be actuated based on desire of the operator or may be operated by the control unit (CU) based on the working conditions of the vehicle. Referring to Figs. 2-4, the hill hold assist mechanism (100) [hereafter referred to as mechanism (100)] may adapted to lock the wheels of the vehicle, such that rotation of wheels in one direction is mitigated based on ascending and descending gradients on which the vehicle is maneuvering. The mechanism (100) may include a clutch (2) which may be disposed concentric to a drive shaft (1) of the vehicle, and may be coupled to a body frame [not shown] of the vehicle. In an embodiment, the clutch (2) is disposed concentric to the drive shaft (1) at a predefined clearance such that, the clutch (2) remains stationary independent to rotation of the drive shaft (1). In an embodiment, the clutch (2) may be a one-way clutch which may be configured to rotate in a single direction. That is, either one of forward or rearward directions based on the requirement. Further, in an embodiment, the clutch (2) may be defined with a plurality of external engaging members (2a) which may be defined along a portion of an outer circumference of the clutch (2) [as seen in Fig. 5]. Referring again to Figs. 2-4, the mechanism (100) may also include at least one gear (3) which may be coupled to the drive shaft (1). The at least one gear (3) may be positioned adjacent to the clutch (2) and may be adapted to rotate along with rotation of the drive shaft (1). The at least one gear (3) may be defined with a plurality of teeth (3a) which may be defined along an outer circumference of the at least one gear (3) [as seen in Fig. 6]. Further, the mechanism (100) may include a sleeve (4) which may be slidably disposed on the at least one gear (3). The sleeve (4) may be adapted to displace between a first position (FP) [as seen in Fig. 2] and a second position (SP) [as seen in Fig. 3]. In an embodiment, the sleeve (4) may be defined with a circular profile. In an embodiment, the outer circumference of the sleeve (4) may be defined with a smooth surface or may be defined with a gripping pattern. Further, the sleeve (4) may be defined with a plurality of internal engaging members (4a) [as seen in Fig. 7] that may be defined along an internal circumference of the sleeve (4) and may be adapted to selectively engage with the plurality of external engaging members (2a) of the clutch (2) and the plurality of teeth (3 a) of the at least one gear (3).

In an embodiment, the plurality of external engaging members (2a) and the plurality of internal engaging members (4a) may be including but not limited to gear teeth, projections, protrusions, indents, grooves, keys and the like.

Further, as apparent from Figs. 2 and 3, the mechanism (100) may include at least one actuator (6) which may be coupled to the sleeve (4). The at least one actuator (6) may be adapted to displace the sleeve (4) from the first position (FP) to the second position (SP), for engaging a portion of the sleeve (4) with the clutch (2) [as seen in Fig. 3] and in-turn lock the wheels of the vehicle from rotating in one direction, for holding the vehicle on the gradient. Further, the actuator (6) may also be adapted to displace the sleeve (4) from the second position (SP) to the first position (SP), for disengaging the portion of the sleeve (4) with the clutch (2) [as seen in Fig. 2] and in-turn un-lock the wheels of the vehicle to enable rotating in both forward and reverse direction. In an embodiment, the mechanism (100) may additionally include a shift fork (5) which may be disposed over the sleeve (4) and may be coupled to the at least one actuator (6). The shift fork (5) may be configured to displace the sleeve (4) between the first position (FP) and the second position (SP) corresponding to actuation of the at least one actuator (6). Referring to Fig. 8, the shift fork (5) may be defined with a curved profile and may be defined with at least one connecting member (5a). The at least one connecting member (5a) may be adapted to engage with the sleeve (4) to displace the sleeve (4) between the first position (FP) and the second position (SP).

In an embodiment, as seen in Fig. 2, the sleeve (4) in the first position (FP) may engage with the at least one gear (3) and may rotate along with rotation of the at least one gear (3). Further, as seen in Fig. 3, the sleeve (4) in the second position (SP) may engage with a portion of each of the at least one gear (3) and the clutch (2), to stop rotation of the at least one gear (3) and in-turn hold the vehicle on the gradient. As the clutch (2) is a one way clutch, the mechanism (100) restricts rotation of the drive shaft (1) in one direction and allows rotation of the drive shaft (1) in the other direction. For example, when the vehicle is ascending the gradient, upon engagement of the sleeve (4) with both the clutch (2) and the at least one gear (3), the clutch (2) restricts rotation of the drive shaft (1) in reverse direction such that roll back of the vehicle over the gradient is prevented and allows rotation of the drive shaft (1) in the other direction (i.e., forward direction), thus allowing forward movement of the vehicle on the gradient without chances of roll back.

Referring back to Fig. 1 and Figs. 2-3, the control unit (CU) of the system (200) may be communicatively coupled to the at least one actuator (6). In an embodiment, the control unit (CU) may be configured to actuate/operate the at least one actuator (6) to displace the sleeve (4) between the first position (FP) and the second position (SP) to selectively couple the at least one gear (3) and the clutch (2), thus mitigating rotation of the at least one gear (3) and thus the wheels of the vehicle when the vehicle is maneuvering over the gradient. In an embodiment, the control unit (CU) may operate the at least one actuator (6) based on signals received from the plurality of sensors (7) regarding the predefined working conditions of the vehicle.

It should be noted that in an illustrated embodiment, the mechanism (100) includes one clutch (2) and one sleeve (4). However, this should not be construed as a limitation as the mechanism (100) include more than one clutch (2) and more than one sleeve (4).

In an embodiment, the clutch (2) may be oriented in a opposite way with respect to how the clutch (2) is positioned in the mechanism (100) of the exemplary embodiment, such that, the wheels of the vehicle may be locked to rotate in forward direction to hold the vehicle on gradient when descending. Further, it should be noted that in an illustrated embodiment, the system (200) includes one mechanism (100). However, this should not be construed as a limitation as the system (200) may include more than one mechanism (100). In an embodiment, one mechanism (100) may be adapted to restrict roll back of the vehicle and the other mechanism (100) may be adapted to restrict roll forward of the vehicle, based on gradient on which the vehicle is maneuvering.

In an operational embodiment, the control unit (CU) may be configured to receive, operational signals from the plurality of sensors (7) corresponding to working condition of the vehicle. Further, the control unit (CU) upon receiving the operational signals from the plurality of sensors (7), may compare the operational signals with a threshold value or condition which may be stored in the control unit (CU). The control unit (CU) may be configured to determine roll back of the vehicle based on the compared operational signals with the threshold values. The control unit (CU) may then actuate the at least one actuator (6) of the mechanism (100) for locking the wheels of the vehicle thereby preventing unwanted roll back of the vehicle when maneuvering over the gradient.

In an operational embodiment, the mechanism (100) may be operated in either a manual mode or an automatic mode. In the manual mode, the operator or the driver of the vehicle may manually operate the mechanism (100) by switching or selecting a button or a switch which may be positioned within the cabin of the vehicle. For example, the driver of the vehicle may press the button when the vehicle is being driven over the gradient and when the driver anticipates that the vehicle may be subjected to roll back. Further, the control unit (CU) in the manual mode is configured to detect the actuation of the button and may operate the mechanism (100) upon receiving signals from the gear position sensor regarding non-engagement of a reverse gear in the transmission of the vehicle. In an embodiment, the control unit (CU) may not operate the mechanism (100) after actuation of the button upon detection of dynamic condition of the vehicle in the forward direction, when the speed of the vehicle may be greater than a range of 3-5 kmph.

Furthermore, in the automatic mode, the mechanism (100) may be automatically operated by the control unit (CU), based on the operational signals received from the plurality of sensors (7). In an embodiment, the control unit (CU) may be configured to actuate the at least one actuator (6) upon detection of motion of the vehicle in the reverse direction and the vehicle inclination angle to be more than a range of 3-5 degrees. Additionally, the control unit (CU) upon detection of the vehicle inclination angle to be more than the range of 3-5 degrees may actuate the mechanism (100), when there are no signals received regarding actuation of the brake pedal and the accelerator pedal.

In another embodiment, the control unit (CU) may operate the mechanism (100) upon detection of release of the brake pedal and the accelerator pedal, such that the vehicle may start to roll down, to prevent rolling down of the vehicle. Further, in an embodiment, the control unit (CU) may be configured to operate the mechanism (100) upon detection of vehicle inclination angle to be greater than the range of 3-5 degrees and the vehicle is in static condition due to actuation of the brake pedal. Furthermore, in an embodiment, the control unit (CU) may be configured to operate the mechanism (100) upon detection of vehicle inclination angle to be greater than the range of 3-5 degrees and detection of release of the parking brake.

Further, upon detection by the control unit (CU) where the vehicle is being operated at speed greater than the range of 3-5 kmph and/or detection of inclination of the vehicle to be lesser than the range of 3-5 degrees, the control unit (CU) may be adapted to operate the at least one actuator (6) to displace the sleeve (4) from the second position (SP) to the first position (SP), for disengaging the portion of the sleeve (4) with the clutch (2) [as seen in Fig. 2] and in-turn un-lock the wheels of the vehicle to enable rotating in both forward and reverse direction.

In an embodiment, the control unit (CU) is configured with a fail-safe mode where the control unit (CU) does not operate the mechanism (100) upon detection of the vehicle moving forward at a speed greater than 3-5kmps. Additionally, the control unit (CU) is configured not to operate the mechanism (100) upon detection of the reverse gear engagement in the transmission of the vehicle.

It should be noted that in an exemplary embodiment, as seen in the Figs. 1-8 the construction, profile, arrangement, layout, connections and method should not be construed as a limitation as the system (200) and the mechanism (100) may include any other type of construction, profile, arrangement, layout, connection and may work with other method or any other combinations for assisting hill hold and locking wheels of the vehicle on the gradient. In an embodiment, the mechanism (100) is simple in construction which results in low-cost manufacturing and easy maintenance. In an embodiment, the system (200) may be retrofitted to conventional vehicles.

In an embodiment, the system (200) facilitates easy maneuvering of the vehicle over a gradient without excessive employment of the accelerator pedal, the brake pedal, the parking brake, which leads to better efficiency of the vehicle and prolonged life of the components.

In an embodiment, the mechanism (100) facilitates a simple and a convenient approach to selectively hold the vehicle from rolling back when maneuvering over the gradient.

It should be imperative that the construction and configuration of the mechanism, the system and any other elements or components described in the above detailed description should not be considered as a limitation with respect to the figures. Rather, variation to such structural configuration of the elements or components should be considered within the scope of the detailed description.

Equivalents:

With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.

It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to “at least one of A, B, or C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.”

In addition, where features or aspects of the disclosure are described in terms of Markush groups, those skilled in the art will recognize that the disclosure is also thereby described in terms of any individual member or subgroup of members of the Markush group.

While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope being indicated by the following claims. Referral Numerals:

Claims

We Claim:

1. A hill hold assist mechanism (100) of a vehicle, the mechanism (100) comprising: a clutch (2) disposed concentric to a drive shaft (1) and coupled to a body frame of the vehicle; at least one gear (3) coupled to the drive shaft (1) and positioned adjacent to the clutch (2), the at least one gear (3) rotates along with rotation of the drive shaft (1); a sleeve (4) slidably disposed on the at least one gear (3), and adapted to displace between a first position (FP) and a second position (SP); and at least one actuator (6) coupled to the sleeve (4), the at least one actuator (6) is adapted to displace the sleeve (4) from the first position (FP) to the second position (SP), for engaging a portion of the sleeve (4) with the clutch (2) to hill hold the vehicle.

2. The mechanism (100) as claimed in claim 1 comprises a shift fork (5) disposed on the sleeve (4) and coupled to the at least one actuator (6), the shift fork (5) is configured to displace the sleeve (4) between the first position (FP) and the second position (SP) corresponding to actuation of the at least one actuator (6).

3. The mechanism (100) as claimed in claim 2, wherein the shift fork (5) is defined with a curved profile and is defined with at least one connecting member (5 a), the at least one connecting member (5 a) is adapted to engage with the sleeve (4) to displace the sleeve (4) between the first position (FP) and the second position (SP).

4. The mechanism (100) as claimed in claim 1, wherein the sleeve (4) is defined with a plurality of internal engaging members (4a) adapted to selectively engage with a plurality of external engaging members (2a) of the clutch (2) and a plurality of teeth (3a) of the at least one gear (3).

5. The mechanism (100) as claimed in claim 1, wherein the sleeve (4) in the first position (FP) engages with the at least one gear (3) and rotates along with rotation of the at least one gear (3).

6. The mechanism (100) as claimed in claim 1, wherein the clutch (2) is a one-way clutch configured to rotate in one direction.

7. The mechanism (100) as claimed in claim 1, wherein the sleeve (4) in the second position (SP) engages with a portion of each of the at least one gear (3) and the clutch (2), to stop rotation of the at least one gear (3) to hill hold the vehicle.

8. A hill hold assist system (200) of a vehicle, the system comprising: a plurality of sensors (7) associated with a vehicle and adapted to determine working conditions of the vehicle; a control unit (CU) communicatively coupled to the plurality of sensors (7) and configured to receive signals from the plurality of sensors (7); and a hill hold assist mechanism (100) communicatively coupled to the control unit (CU), the control unit (CU) is configured to operate the mechanism (100) to hill hold the vehicle, based on signals received from the plurality of sensors (7), the mechanism (100) comprising: a clutch (2) disposed concentric to a drive shaft ( 1 ) and coupled to a body frame of the vehicle; at least one gear (3) coupled to the drive shaft (1) and positioned adjacent to the clutch (2), the at least one gear (3) rotates along with rotation of the drive shaft (1); a sleeve (4) slidably disposed on the at least one gear (3), and adapted to displace between a first position (FP) and a second position (SP); and at least one actuator (6) coupled to the sleeve (4), the at least one actuator (6) is adapted to displace the sleeve (4) from the first position (FP) to the second position (SP), for engaging a portion of the sleeve (4) with the clutch (2) to hill hold the vehicle. The system (200) as claimed in claim 8, comprises a shift fork (5) disposed on the sleeve (4) and coupled to the at least one actuator (6) is configured to displace the sleeve (4) between the first position (FP) and the second position (SP) corresponding to actuation of the at least one actuator (6). The system (200) as claimed in claim 8, wherein the control unit (CU) is communicatively coupled to the at least one actuator (6) and configured to selectively actuate the at least one actuator (6) to displace the sleeve (4) between the first position (FP) and the second position (SP), based on signals received from the plurality of sensors (7). The system (200) as claimed in claim 8, wherein the plurality of sensors (7) are at least one of an inclination sensor, a brake pedal sensor, an accelerator pedal sensor, an ABS sensor, a parking brake sensor and a gear position sensor.