WO2024161410A1

WO2024161410A1 - A continuously variable transmission system

Info

Publication number: WO2024161410A1
Application number: PCT/IN2024/050032
Authority: WO
Inventors: Kothuru NARAYANA HARSHA; Shashanka PUTTAHANUMANTHARAYAPPA GAJJARAHALLI; Sachin Ramachandra Phadnis; Mohan DEORAO UMATE; Vethanayagam JAYAJYOTHI JOHNSON
Original assignee: Tvs Motor Company Limited
Priority date: 2023-02-03
Filing date: 2024-01-12
Publication date: 2024-08-08

Abstract

The present invention relates to a Continuously Variable Transmission (CVT) System (100). The CVT system (100) comprising of a continuously variable transmission (CVT) drive assembly (110) having a fixed drive sheave (112) and a movable drive sheave (114), a CVT driven assembly (120) which is configured to be driven by the CVT drive assembly (110). A cam member (130) provided abutting to the movable drive sheave (114) and configured to restrict the movement of the movable drive sheave (114), wherein the cam member (130) being moveable between a plurality of positions. A cam member shaft (140) being configured to support the cam member (130). An actuator mechanism (150) being configured to rotate the cam member shaft (140), thereby moving the cam member (130) between the plurality of positions to restrict the movement of the movable drive sheave (114) at a plurality of gaps from the fixed drive sheave (112).

Description

TITLE OF INVENTION

A Continuously Variable Transmission System

FIELD OF THE INVENTION

[001] The present invention relates to a Continuously Variable Transmission System.

BACKGROUND OF THE INVENTION

[002] In numerous conventional automobile applications, a mechanical belt based Continuously Variable Transmission (CVT) system are used. Typically, CVT systems use a V-belt which runs between two sets of variable diameter pulleys. The transmission ratio is determined by taking a ratio of the V-belt diameter at a drive pulley to the V-belt diameter at the driven pulley at a given engine operation condition.

[003] Further, the transmission ratio change is enabled by centrifugal force being created by cylindrical rollers packaged inside the movable drive sheave due to crankshaft rotation at the drive pulley end. At a given engine operating condition, the transmission ratio also depends upon roller mass, engine rpm, engine torque, the spring rating & preload of driven sheave retention spring. Further, the transmission ration also depends upon torque groove geometry at the movable driven sheave and the road load conditions arising due to the vehicle mass, the gradient of the road, tyre friction & windage losses etc.

[004] For a given transmission of a vehicle, the ratio change is brought in by the change in engine rpm which determines the centrifugal force generated and thus the final transmission ratio. A fixed mass of roller limits the scope of change that would be required for matching the transmission to the engine output at its different operating conditions. As is known, lighter rollers result in better vehicular acceleration whereas the heavier rollers result in better fuel economy. There always remains a trade-off between fuel economy & vehicle acceleration in roller based CVTs.

[005] Furthermore, in vehicles, there is a requirement to provide high torque at the wheels when the vehicle is starting at zero speed. Conventional internal combustion engines and transmissions are unable produce torque until it is at idling rpm. To address this, conventionally a slipping clutch is provided between the internal combustion engine and the vehicle transmission in order to achieve a smooth torque transfer.

Generally, in mechanical belt based CVTs, centrifugal clutches are employed for achieving the smooth torque transfer. However, provision of the centrifugal clutch adds up to the overall slip of the transmission, which leads to loss of power. Also, the use of centrifugal clutches increases part count, and as a result, the manufacturing cost.

[006] Thus, there is a need in the art for a Continuously Variable Transmission system which addresses at least the aforementioned problems.

SUMMARY OF THE INVENTION

[007] In one aspect, the present invention is directed towards a Continuously Variable Transmission (CVT) system includes a CVT drive assembly. The CVT drive assembly includes a fixed drive sheave and a movable drive sheave. The CVT system includes a CVT driven assembly where the CVT driven assembly is driven by the CVT drive assembly. The CVT system includes a cam member where the cam member is provided abutting the movable drive sheave and configured to restrict the movement of the movable drive sheave wherein the cam member is being moveable between a plurality of positions. The CVT system includes a cam member shaft where the cam member shaft is being configured to support the cam member wherein rotation of the cam member shaft causes the cam member to move between the plurality of positions. The CVT system includes an actuator mechanism where the actuator mechanism rotates the cam member shaft thereby moving the cam member between the plurality of positions to restrict the movement of the movable drive sheave at a plurality of gaps from the fixed drive sheave.

[008] In an embodiment of the invention, the cam member is provided between the fixed drive sheave and the movable drive sheave.

[009] In another embodiment of the invention, the actuator mechanism including a worm gear wheel where the worm gear wheel is being mounted on the cam member shaft. A worm screw where the worm screw is being configured to mesh with the worm gear wheel and an electric motor. The electric motor drives the worm screw wherein movement of the worm screw causes the worm gear wheel to rotate, thereby rotating the cam member shaft. [010] In a further embodiment of the invention, the electric motor includes a stepper motor configured to drive the worm screw.

[011] In a further embodiment of the invention, for a predetermined period of time, the actuator mechanism maintains the cam member at a first predetermined position.

[012] In a further embodiment of the invention, at the first predetermined position, the gap between the fixed drive sheave and the movable drive sheave is at a maximum.

[013] In a further embodiment of the invention, after the predetermined period of time, the actuator mechanism moves the cam member to a second predetermined position.

[014] In a further embodiment of the invention, at the second predetermined position, the gap between the fixed drive sheave and the movable drive sheave is at a minimum.

[015] In an embodiment of the invention, the power unit includes an internal combustion engine and the cam member shaft is supported on a crankcase of the internal combustion engine. [016] In an embodiment of the invention, the movable drive sheave includes an integrated sleeve extending towards the fixed drive sheave and the fixed drive sheave includes a recess to receive the integrated sleeve.

[017] In an embodiment of the invention, a V-belt connected between the CVT drive assembly and the CVT driven assembly wherein the integrated sleeve comprises a guide member configured to guide the V-belt.

[018] In another aspect, the present invention is directed towards a multi wheeled vehicle which includes a Continuously Variable Transmission (CVT) system. The continuously variable transmission (CVT) system includes a CVT drive assembly. The CVT drive assembly includes a fixed drive sheave and a movable drive sheave. The CVT system includes a CVT driven assembly where the CVT driven assembly is driven by the CVT drive assembly. The CVT system includes a cam member where the cam member is provided abutting the movable drive sheave and configured to restrict the movement of the movable drive sheave wherein the cam member is being moveable between a plurality of positions. The CVT system includes a cam member shaft where the cam member shaft is being configured to support the cam member wherein rotation of the cam member shaft causes the cam member to move between the plurality of positions. The CVT system includes an actuator mechanism where the actuator mechanism rotates the cam member shaft thereby moving the cam member between the plurality of positions to restrict the movement of the movable drive sheave at a plurality of gaps from the fixed drive sheave.

[019] In an embodiment of the invention, the multi wheeled vehicle comprises a speaker is configured to be connected to an instrument cluster of the vehicle, and capable of being connected to a mobile phone. A microphone is configured for providing voice assistance for the vehicle. A proximity sensor being present in the rear and front part of the vehicle. The proximity sensor being configured to determine if a pedestrian or other vehicle is present in the proximity of the vehicle, wherein if any pedestrian or other vehicle is present in the predefined range of the vehicle, the proximity sensor is configured to send the data to the instrument cluster, and the instrument cluster is configured to send an alert signal via the speaker.

BRIEF DESCRIPTION OF THE DRAWINGS

[020] Reference will be made to embodiments of the invention, examples of which may be illustrated in accompanying figures. These figures are intended to be illustrative, not limiting. Although the invention is generally described in context of these embodiments, it should be understood that it is not intended to limit the scope of the invention to these particular embodiments.

Figure 1 illustrates a perspective view of a vehicle in accordance with an embodiment of the present invention.

Figure 2 illustrates an architectural layout of a multi wheeled vehicle, in accordance with an embodiment of the present invention.

Figure 3 illustrates a top sectional view of a Continuously Variable Transmission (CVT) system, in accordance with an embodiment of the invention.

Figure 4 illustrates a side perspective view of the CVT system, in accordance with an embodiment of the invention.

Figure 5 illustrates another perspective view of the CVT system, in accordance with an embodiment of the invention.

Figure 6 illustrates perspective view of an actuator mechanism of the CVT system, in accordance with an embodiment of the invention. Figure 7 illustrates an exploded perspective view of the CVT system, in accordance with an embodiment of the invention.

Figure 8A illustrates a top view of the CVT system with a cam member being in a first predetermined position, in accordance with an embodiment of the invention.

Figure 8B illustrates a top view of the CVT system with the cam member being in a second predetermined position, in accordance with an embodiment of the invention.

Figure 9 illustrates a top view of CVT system with an integrated sleeve, in accordance with an embodiment of the invention.

Figure 10 illustrates another top view of the CVT system with the integrated sleeve, in accordance with an embodiment of the invention.

DETAILED DESCRIPTION OF THE INVENTION

[021] The present invention relates to a continuously variable transmission system. The continuously variable transmission system of the present invention is typically used in a vehicle such as a two wheeled vehicle, or a three wheeled vehicle, or a four wheeled vehicle, or a multi-wheeled vehicle 10 as required. However, it should be understood that the continuously variable transmission system as illustrated may find its application in any non-automotive application using a continuously variable transmission system.

[022] Figure 1 illustrates a left-side view of an exemplary saddle type vehicle 10, in accordance with an embodiment of the present subject matter. The vehicle 10 comprises a frame structure. The frame structure comprises a head pipe, and a main frame, which extends rearwardly and downwardly from the head pipe to a floorboard 18. One or more front suspensions 44 connect a front wheel 14 to a handlebar 20, which forms a steering assembly of the vehicle 10. The steering assembly is rotatably disposed about the head pipe. The main frame further includes a portion extending horizontally and rearwardly in a vehicle front rear direction. Further, the frame structure includes a pair of seat rails that extend rearwardly from the main frame. The pair of seat rails comprise a left side frame and a right side frame extending inclinedly rearward towards a rear portion of the vehicle 10.

[023] The vehicle 10 includes a power unit that comprises at least one of an internal combustion (IC) engine 12 or an electric drive source. In a preferred embodiment, the power source comprises the IC engine 12. The power unit is coupled to a rear wheel 16. In one embodiment, the power unit is swingably connected to the frame structure. In one embodiment, the IC engine 12 is mounted to a swing arm (not shown) and the swing arm is swingably connected to the frame structure. A seat assembly 29 is disposed above the power unit and is supported by the pair of seat rails having the left side frame and the rightside frame. The seat assembly 29 is hingedly openable. The frame structure defines a step-through portion ahead of the seat assembly 29. The floorboard 18 is disposed at the step-through portion, wherein a rider can operate the vehicle 10 in a seated position by resting feet on the floorboard 18. Further, the floorboard 18 is capable of carrying loads.

[024] Further, the frame structure is covered by plurality of body panels including a front panel assembly 30 having a front style panel 30A and a rear panel 30B, an under-seat cover 32, and a left and a right-side panel 33 disposed on the frame structure and covering the frame structure and parts mounted thereof.

[025] In addition, a front fender 24 is covering at least a portion of the front wheel 14. A utility box is disposed below the seat assembly 29 and is supported by the frame structure. A rear fender 26 is covering at least a portion of the rear wheel 16 and is positioned upwardly of the rear wheel 16. One or more rear suspension(s) 46 are provided in the rear portion of the vehicle 10 for connecting the swing arm and the rear wheel 16 to the frame structure for damping the forces from the rear wheel 16 and the IC engine 12 from reaching the frame structure.

[026] Furthermore, the vehicle 10 comprises of plurality of electrical and electronic components including a headlight 36, a taillight 38, an alternator (not shown), and an integrated starter generator. In an embodiment, the saddle type vehicle 10 is a mild hybrid type vehicle wherein an electric motor assists the internal combustion engine 12. In this embodiment, the ISG, in addition to performing the starter and generator function, assists the internal combustion engine 12 when required. The hybrid assist functionality controls the vehicle 10 to rely solely on electric power of the ISG in riding conditions such as coasting or braking, and swiftly restarting the internal combustion engine 12 when required. [027] As is known in the art, generally, in any two-wheeler, three-wheeler and four- wheeler vehicles, visual alerts and warnings are not able to catch enough attention of the user. Thus, the existing alert systems make it necessary for the user to carry along the Bluetooth helmet or the headset to experience the features related to audio alerts & warnings. Customers tend to generally forget checking the alerts and warnings like service due dates. Also, due to lower or no moving sound in the vehicles, the pedestrians in the vicinity of the vehicle are not aware of the surrounding vehicle. To address this, in an embodiment, as depicted in Figure 2, the vehicle 10 or the multi wheeled vehicle has a speaker 210 configured to be connected to an instrument cluster 220 of the vehicle 10, and capable of being connected to a mobile phone 230. A microphone 240 is configured for providing voice assistance for the vehicle 10. A proximity sensor 250A, 250B is present in the rear and front part of the vehicle. The proximity sensor 250A, 250B is configured to determine if a pedestrian or other vehicle is present in the proximity of the vehicle 10, wherein if any pedestrian or other vehicle is present in the predefined range of the vehicle 10, the proximity sensor 250A, 250B is configured to send the data to the instrument cluster 220. The instrument cluster 220 is configured to send an alert signal via the speaker 210. The speaker 210 is connected to instrument cluster 220 via Bluetooth and switches the connection with mobile phone 230 as per the use case. The speaker 210 is a Bluetooth Low Energy (BLE) speaker. The speaker 210 is used as an audio system and for the pedestrian alert system. The microphone (MIC) 240 is inbuilt in the speaker 210 and can be used for the voice assistance in the vehicle 10.

[028] For example, if some accident happens, the user can record the message in the vehicle 10 through MIC 240 which is stored for a particular duration of time. The user is then greeted by the vehicle 10 with audio as well as visual means. The user is thus alerted in a more efficient manner. The different tunes for turning, and other features give a better riding experience. The user can speak to the vehicle 10 and know the battery State Of Charge (SOC), Estimated Time of Arrival (ETA) and other related information of the vehicle 10 while riding without even looking at the cluster through voice assistance. Navigation instructions by the vehicle 10 become more clear, efficient and convenient. The pedestrians in the surrounding can be alerted about the presence of the vehicle to avoid the accidents and bumps. Proper synchronization of more than one interfaces into one Bluetooth chipset is required.

[029] The speaker 210 is located in the front portion of the vehicle 10 between two style panels. The diaphragm of the speaker 210 faces user for better sound quality. By placing the speaker 210 at this location, the sound quality of speaker can be utilized to its full capacity and the sound does not also scatter. The sound alerts and warnings are more efficient and attention seeking for the customer. The navigation instructions given by the vehicle 10 become clearer. The pedestrians and other vehicles in the proximity of the vehicle 10 can be alerted if they come in a predefined range of the vehicle 10. This will ensure avoiding of accidents and bumps, ensuring the safety of both the riders & the pedestrians. The speaker 210 is a multipoint connection speaker which can connect to both cluster 220 and mobile phone 230 simultaneously. The play/pause control and volumetric control of the speaker 210 is done by cluster 220 via Bluetooth or an HMI switch present on the vehicle 10. The speaker 210 uses Bluetooth Audio/Video Remote Control Profile (AVRCP) for volume sync with smart devices (volumetric/ play/pause control through Bluetooth), Bluetooth Advance Audio Distribution Profile (A2DP) and Sub-band Coding (SBC) codec for streaming. The entire audio system of the vehicle 10 can be operated through the speaker. The A2DP allows the transmitting of stereo audio signals. The AVRCP is used for sending commands from a controller to a target device. The SBC is a digital audio encoder and decoder used to transfer data to Bluetooth audio output devices like headphones or loudspeakers.

[030] When the vehicle 10 is switched on/off, the user is greeted with different tunes which are already saved in speaker 210. Saved tunes are present for turning indications also. The speaker 210 can beep while reverse and forward parking and it can also be used as the horn of the vehicle 10. The user can choose according to their preference which horn they want to use in the vehicle. The speaker 210 acts as a warning system also as it gives audio alerts and warnings with different tunes to the user. The speaker 210 is also used to stream music in the vehicle 10. When the mobile phone 230 is connected to the cluster 220, the speaker 210 connects to the mobile phone 230 to stream the music. Also, the geofence notifications, low battery indications, call alerts, media notifications alerts will be passed from mobile phone 230 to speaker 210 and the alerts can be more clearly brought into attention of the user.

[031] Figure 3 illustrates a Continuously Variable Transmission (CVT) System 100, in accordance with an embodiment of the invention. As illustrated in Figure 3, the continuously variable transmission system 100 has a continuously variable transmission (CVT) drive assembly 1 10. The CVT drive assembly 110 has a fixed drive sheave 1 12 (shown in Figure 4) and a movable drive sheave 114 (shown in Figure 4). In an embodiment, the CVT drive assembly 110 is connected to the power unit or the internal combustion engine 12 of the vehicle 10.

[032] The CVT system 100 includes a CVT driven assembly 120. The CVT driven assembly 120 is driven by the CVT drive assembly 110. In an embodiment, the CVT driven assembly 120 is then connected to a wheel of the vehicle 10, thereby transmitting power from the power unit or the internal combustion engine 12 to the wheel of the vehicle 10. Further, the CVT system 100 also has a cam member 130. The cam member 130 is provided abutting the movable drive sheave 114 and is configured to restrict the movement of the movable drive sheave 114. The cam member 130 is moveable between a plurality of positions. The cam member 130 when moving in different positions, by virtue of abutting the movable drive sheave 114, restricts the movement of the movable drive sheave 114 in different positions.

[033] The CVT system 100 further has a cam member shaft 140 which is configured to support the cam member 130. The rotation of the cam member shaft 140 causes the cam member 130 to move between the plurality of positions. To move the cam member shaft 140, the CVT system 100 further includes an actuator mechanism 150. The actuator mechanism 150 rotates the cam member shaft 140 which results in moving the cam member 130 between the plurality of positions to restrict the movement of the movable drive sheave 1 14 at a plurality of gaps from the fixed drive sheave 112.

[034] In an embodiment, as illustrated in Figure 4 and Figure 5, the cam member 130 is provided between the fixed drive sheave 112 and the movable drive sheave 114. In an embodiment, the cam member shaft 140 is supported on a crankcase 160 of the internal combustion engine 12. Reference is made to Figure 6, wherein an illustrated, the actuator mechanism 150 includes a worm gear wheel 152 which is mounted on the cam member shaft 140. The actuator mechanism 150 further includes a worm screw 154 which is configured to mesh with the worm gear wheel 152. Thus, rotation of the worm screw 154 causes the rotation of the worm gear wheel 152, in an axis orthogonal to the axis of the worm screw 154. To cause the rotation of the worm screw 154, the actuator mechanism 150 further includes an electric motor 156 which drives the worm screw 154. In an embodiment, the electric motor 156 is a stepper motor.

[035] The movement of the worm screw 154 causes the worm gear wheel 152 to rotate, thereby rotating the cam member shaft 140. As explained earlier, the rotation of the cam member shaft 140 is causes the cam member 130 to rotate, thus restricting movement of the movable drive sheave 114 is different positions corresponding to the position of the cam member 130.

[036] In the embodiment depicted in Figure 8A, for a predetermined period of time, the actuator mechanism 150 is configured to maintain the cam member 130 at a first predetermined position. As illustrated, at the first predetermined position, the gap between the fixed drive sheave 112 and the movable drive sheave 1 14 is at a maximum. Thus, at the first predetermined position, a transmission ratio which is suitable for better acceleration is achieved even when the vehicle 10 is starting from zero speed. Thus, for the predetermined period of time, for when the vehicle 10 is starting from zero speed and better acceleration is required for moving the vehicle 10 from a standstill, especially in certain terrains, the better acceleration is achieved by means of the cam member 130 being in the first predetermined position.

[037] Similarly, in the embodiment depicted in Figure 8B, after the predetermined period of time, the actuator mechanism 150 is configured to move the cam member 130 to a second predetermined position. In an embodiment, the actuator mechanism 150 is controlled by a control unit. The actuation of the actuator mechanism 150 to move the cam member 130 from the first predetermined position to the second predetermined position is done based on the RPM of the internal combustion engine 12. As illustrated in Figure 8B, at the second predetermined position, the gap between the fixed drive sheave 112 and the movable drive sheave 1 14 is at a minimum. Thus, at the second predetermined position, a transmission ratio which is suitable for better fuel economy is achieved even when the vehicle 10 is already running at a certain speed. Thus, after the predetermined period of time, for when the vehicle 10 is cruising or some speed has been achieved and better fuel economy is required, the better fuel economy is achieved by means of the cam member 130 being in the second predetermined position.

[038] In an embodiment, as illustrated in Figure 9 and Figure 10, to reduce the inertia of CVT driven assembly 120 along with the cam member 130, cam member shaft 140 and the actuator mechanism 150, the movable drive sheave 114 comprises an integrated sleeve 1 16 extending towards the fixed drive sheave 112. Correspondingly, the fixed drive sheave 1 12 comprises a recess 112A configured to receive the integrated sleeve 116. Herein, a V- belt 170 is connected between the CVT drive assembly 110 and the CVT driven assembly 120. The integrated sleeve 116 comprises a guide member configured to guide the V-belt

170.

[039] During the predetermined period of time, when the cam member 130 is in the first predetermined position, the V-belt 170 sits on the guide member, and the movement of the movable drive sheave 114 is restricted. Thereafter, after the predetermined period of time, when the cam member 130 moves to the second predetermined position based on the engine RPM, and thus requirement of a clutch assembly is eliminated.

[040] In another aspect, the present invention relates to a multi wheeled vehicle 10 comprising a continuously variable transmission system 100 as explained hereinbefore.

[041] Advantageously, in the present invention provides a CVT system for controlling the transmission ratio wherein better acceleration and the better fuel economy can be achieved without being restricted by the induced centrifugal force of the fixed and movable drive sheaves. The actuator mechanism of the present invention ensures plurality of positions by moving the cam member to restrict the movement of the movable drive sheave at a plurality of gaps from the fixed drive sheave which ensures that different transmission ratios can be achieved with better vehicle acceleration as well as fuel economy. The transmission ratio in the present invention can be changed without depending upon roller mass, engine rpm, engine torque, the spring rating & preload of driven sheave retention spring, torque groove geometry at the movable driven sheave and the road load conditions, the gradient of the road, tyre friction & windage losses etc.

[042] Further, the present invention helps in achieving smooth torque transfer between the internal combustion engine and the vehicle transmission. Furthermore, the present invention ensures better acceleration and good fuel economy without affecting the interface parts packaging. In the present invention, since the main drive force for the transmission ratio change is given by the mechanical system, i.e. the drive sheaves, and just the altering force is provided by the electrical control system, i.e. the actuator mechanism, the CVT system of the present invention reduces the power consumption.

[043] In addition, the present invention provides a Continuously Variable Transmission System that is electromechanical wherein the transmission is mechanical, but the movement of the movable drive sheave is restricted electronically. The present invention provides for a control unit that receives inputs and operates the cam member thus providing smooth acceleration experience, as opposed to purely mechanical CVTs which face problems such as transmission grinding and jumping during acceleration.

[044] Similarly, conventional fully electrical CVTs have fully electromagnetic continuously variable transmission which provides an electric machine with two concentric rotors. As opposed to the conventional electric CVTs, the electromechanical CVT system of the present invention does not require bulky and complex electric machine with concentric rotors, thus providing a simpler and more cost effective CVT system.

[045] While the present invention has been described with respect to certain embodiments, it will be apparent to those skilled in the art that various changes and modification may be made without departing from the scope of the invention as defined in the following claims.

List of Reference Numerals

10 - Vehicle

12 - Internal combustion engine

14 - Front Wheel

16 - Rear Wheel 18 - Floorboard

20 - Handlebar

24 - Front fender

26 - Rear fender

29 - Seat assembly

30 - Front panel assembly

30A - Front style panel

30B - Rear panel

32 - Under-seat cover

33 - right-side panel

36 - Headlight

38 - Taillight

44 - Front suspensions

46 - Rear suspensions

100 - System

1 10 - Drive assembly

1 12 - Fixed drive Sheave

1 12A - Recess

1 14 - Movable drive sheave

1 16 - Integrated sleeve

120 - Driven assembly

130 - Cam member

140 - Cam member shaft

150 - Actuator mechanism 152 - Worm gear wheel

154 - Worm screw

156 - Electric motor

160 - Crankcase 170 - V-belt

210 -Speaker

220 -Instrument Cluster

230 - Mobile Phone

240 - Microphone 250A, 250B - Proximity Sensor

Claims

CLAIMS:

1 . A continuously variable transmission system (100), comprising: a continuously variable transmission (CVT) drive assembly (110), the CVT drive assembly (110) comprising a fixed drive sheave (112) and a movable drive sheave (1 14); a CVT driven assembly (120), the CVT driven assembly (120) configured to be driven by the CVT drive assembly (110); a cam member (130), the cam member (130) provided abutting the movable drive sheave (114) and configured to restrict the movement of the movable drive sheave (1 14), wherein the cam member (130) being moveable between a plurality of positions; a cam member shaft (140), the cam member shaft (140) being configured to support the cam member (130), wherein rotation of the cam member shaft (140) causes the cam member (130) to move between the plurality of positions; and an actuator mechanism (150), the actuator mechanism (150) being configured to rotate the cam member shaft (140), thereby moving the cam member (130) between the plurality of positions to restrict the movement of the movable drive sheave (114) at a plurality of gaps from the fixed drive sheave (112).

2. The continuously variable transmission system (100) as claimed in claim 1 , wherein the cam member (130) is provided between the fixed drive sheave (112) and the movable drive sheave (114).

3. The continuously variable transmission system (100) as claimed in claim 1 , wherein the actuator mechanism (150) comprises: a worm gear wheel (152), the worm gear wheel (152) being mounted on the cam member shaft (140); a worm screw (154), the worm screw (154) being configured to mesh with the worm gear wheel (152); and an electric motor (156), the electric motor (156) being configured to drive the worm screw (154), wherein movement of the worm screw (154) causes the worm gear wheel (152) to rotate, thereby rotating the cam member shaft (140).

4. The continuously variable transmission system (100) as claimed in claim 3, wherein the electric motor (156) comprises a stepper motor configured to drive the worm screw (154).

5. The continuously variable transmission system (100) as claimed in claim 1 , wherein for a predetermined period of time, the actuator mechanism (150) is configured to maintain the cam member (130) at a first predetermined position.

6. The continuously variable transmission system (100) as claimed in claim 5, wherein at the first predetermined position, the gap between the fixed drive sheave (112) and the movable drive sheave (114) is at a maximum.

7. The continuously variable transmission system (100) as claimed in claim 5, wherein after the predetermined period of time, the actuator mechanism (150) is configured to move the cam member (130) to a second predetermined position.

8. The continuously variable transmission system (100) as claimed in claim 7, wherein at the second predetermined position, the gap between the fixed drive sheave (112) and the movable drive sheave (114) is at a minimum.

9. The continuously variable transmission system (100) as claimed in claim 1 , comprising an internal combustion engine and the cam member shaft (140) being supported on a crankcase (160) of the internal combustion engine.

10. The continuously variable transmission system (100) as claimed in claim 1 , wherein the movable drive sheave (114) comprises an integrated sleeve (116) extending towards the fixed drive sheave (112), and the fixed drive sheave (112) comprises a recess (1 12A) configured to receive the integrated sleeve (116).

1 1.The continuously variable transmission system (100) as claimed in claim 10, comprising a V-belt (170) connected between the CVT drive assembly (110) and the CVT driven assembly (120), wherein the integrated sleeve (116) comprises a guide member configured to guide the V-belt (170).

12. A multi wheeled vehicle (10), comprising: a continuously variable transmission system (100), the continuously variable transmission system (100) comprising: a continuously variable transmission (CVT) drive assembly (110), the CVT drive assembly (110) comprising a fixed drive sheave (112) and a movable drive sheave (1 14); a CVT driven assembly (120), the CVT driven assembly (120) configured to be driven by the CVT drive assembly (110); a cam member (130), the cam member (130) provided abutting the movable drive sheave (114) and configured to restrict the movement of the movable drive sheave (1 14), wherein the cam member (130) being moveable between a plurality of positions; a cam member shaft (140), the cam member shaft (140) being configured to support the cam member (130), wherein rotation of the cam member shaft (140) causes the cam member (130) to move between the plurality of positions; and an actuator mechanism (150), the actuator mechanism (150) being configured to rotate the cam member shaft (140), thereby moving the cam member (130) between the plurality of positions to restrict the movement of the movable drive sheave (1 14) at a plurality of gaps from the fixed drive sheave (112).

13. A multi wheeled vehicle (10) as claimed in claim 12, comprising: a speaker (210) configured to be connected to an instrument cluster (220) of the vehicle (10), and capable of being connected to a mobile phone (230); a microphone (240) configured for providing voice assistance for the vehicle (10); and a proximity sensor (250A, 250B) being present in the rear and front part of the vehicle (10), the proximity sensor (250A, 250B) being configured to determine if a pedestrian or other vehicle is present in the proximity of the vehicle (10), wherein if any pedestrian or other vehicle is present in the predefined range of the vehicle (10), the proximity sensor (250A, 250B) is configured to send the data to the instrument cluster (220), and the instrument cluster (220) is configured to send an alert signal via the speaker (210).