DESC:CROSS-REFERENCE TO RELATED APPLICATIONS
The present application claims priority from Indian Provisional Patent Application No. 202321034405 filed on 16/05/2023, the entirety of which is incorporated herein by a reference.
TECHNICAL FIELD
Generally, the present disclosure relates to powertrain of an electric vehicle. Particularly, the present disclosure relates to an integrated powertrain of an electric vehicle.
BACKGROUND
The electric vehicle(s) (EVs) are currently experiencing a growing demand due to lack of fossil fuels and due to carbon dioxide emissions from exhaust in conventional internal engine vehicles. The electric vehicles purely utilize an electric driving motor which runs on electric energy stored in the battery to power an electric vehicle.
The motor is supplied with power from the battery pack to produce a motive force which is further transferred to the driving wheels of the vehicle. The electric motors are capable of producing instant torque output and hence provide high acceleration to the vehicle. However, due to instantaneous high-power output, the battery efficiency of the vehicle is reduced. In other words, the electric power stored in the battery pack of the electric vehicle is not efficiently delivered to the wheels of the electric vehicle.
To efficiently drive the wheels of the vehicle, transmission systems have been introduced to the electric vehicles. The transmission system mechanically optimizes the power being delivered to the wheels of the electric vehicle, leading to better range of the vehicle and enhanced control over the power of the vehicle. However, introduction of transmission system to the electric vehicle poses multiple challenges. The electric motor and transmission require considerable space, hence, mounting the same in given limited space is a challenge. Generally, the motor and the transmission system are integrated in a coaxial manner along with their housings. The motor shaft extending from the motor housing is joined with an input shaft of the transmission system extending from the transmission casing. Such integration of the transmission system with the motor lead to increased mechanical losses in the system resulting in lower range of the electric vehicle. Moreover, such arrangement of the motor and the transmission system leads to additional weight in the electric vehicle which impacts overall range of the vehicle. Furthermore, such arrangement of the motor and the transmission system comprises larger number of moving parts which might fail leading to failure of the powertrain system. Furthermore, such arrangement of the motor and the transmission system requires additional bearings and seals which reduces the robustness of the powertrain system.
Therefore, there exists a need for an improved powertrain that overcomes one or more problems associated with conventional powertrains as set forth above.
SUMMARY
An object of the present disclosure is to provide an integrated powertrain of an electric vehicle.
In accordance with an aspect of the present disclosure, there is provided an integrated powertrain of an electric vehicle. The integrated powertrain comprises a motor, a transmission unit coupled to the motor, a clutch assembly configured to temporarily decouple the transmission unit from the motor, and a housing to securely enclose the motor, the transmission unit and the clutch assembly.
The present disclosure provides an integrated powertrain of an electric vehicle. Advantageously, the integrated powertrain comprises a single housing accommodating the motor and the transmission unit. Advantageously, the integrated powertrain as disclosed in the present disclosure is lighter in weight compared to conventional powertrains. More beneficially, the integrated powertrain as disclosed in the present disclosure is compact in size compared to conventional powertrains. The integrated powertrain of the present disclosure is advantageous in terms of efficiently delivering power to wheels of the electric vehicle. The integrated powertrain of the present disclosure is advantageous in terms of reducing mechanical components such as bearings, seals, shafts, and so on. The integrated powertrain of the present disclosure has minimal mechanical losses. The integrated powertrain of the present disclosure is robust in nature. The integrated powertrain of the present disclosure is advantageous in terms of simultaneous cooling of the motor and the transmission unit. The integrated powertrain of the present disclosure is advantageous in terms of providing better and more efficient clutch action.
In accordance with another aspect of the present disclosure, there is provided a housing of an integrated powertrain of an electric vehicle to securely enclose a motor, a transmission unit and a clutch assembly. The housing comprises a first member, a second member, and a cover member. The first member comprises a first compartment configured to accommodate the motor and a second compartment configured to accommodate the transmission unit adjacent to the motor. The second member is securely mounted on the first member to secure the motor and the transmission unit in the first member. The cover member is securely mounted on the second member to enclose the clutch assembly.
Additional aspects, advantages, features and objects of the present disclosure would be made apparent from the drawings and the detailed description of the illustrative embodiments constructed in conjunction with the appended claims that follow.
It will be appreciated that features of the present disclosure are susceptible to being combined in various combinations without departing from the scope of the present disclosure as defined by the appended claims.
BRIEF DESCRIPTION OF DRAWINGS
The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.
Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:
Figure 1 illustrates an exploded view of an integrated powertrain of an electric vehicle, in accordance with an aspect of the present disclosure.
Figure 2 illustrates a sectional view of the integrated powertrain of the electric vehicle, in accordance with an embodiment of the present disclosure.
Figure 3 illustrates an exploded view of a housing of an integrated powertrain of an electric vehicle, in accordance with another aspect of the present disclosure.
In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing.
DETAILED DESCRIPTION
The following detailed description illustrates embodiments of the present disclosure and ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognize that other embodiments for carrying out or practicing the present disclosure are also possible.
The description set forth below in connection with the appended drawings is intended as a description of certain embodiments of an integrated powertrain and is not intended to represent the only forms that may be developed or utilized. The description sets forth the various structures and/or functions in connection with the illustrated embodiments; however, it is to be understood that the disclosed embodiments are merely exemplary of the disclosure that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.
While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and will be described in detail below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternatives falling within the scope of the disclosure.
The terms “comprise”, “comprises”, “comprising”, “include(s)”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a setup, or system 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 system or apparatus preceded by “comprises... a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.
In the following detailed description of the embodiments of the disclosure, reference is made to the accompanying drawings which are shown by way of illustration-specific embodiments in which the disclosure may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, and it is to be understood that other embodiments may be utilized and that changes may be made without departing from the scope of the present disclosure. The following description is, therefore, not to be taken in a limiting sense.
The present disclosure will be described herein below with reference to the accompanying drawings. In the following description, well-known functions or constructions are not described in detail since they would obscure the description with unnecessary detail.
As used herein, the term “integrated powertrain” refers to a powertrain system where the electric motor and gearbox are housed together in a single unit. This design offers several advantages over traditional EV layouts with separate motor and gearbox units. The integration increases the compactness, efficiency, performance, and cost-effectiveness of the powertrain.
As used herein, the terms “electric motor”, and “motor” are used interchangeably and refer to electric motors capable of being implemented in an industrial or automobile application, such as on the work machine or other vehicle
As used herein, the terms “transmission unit”, “transmission”, and “gearbox” are used interchangeably and refer to a mechanical device that manages the power delivered from a source to another part (like wheels). The transmission unit comprises transmission gears with different gear ratios to determine how the rotation speed and the torque are altered between input and output of the transmission unit.
As used herein, the term “clutch assembly” refers to a component responsible for smoothly connecting and disconnecting the motor’s power to the transmission unit. It may act as a bridge between the motor and the wheels.
As used herein, the term “housing” refers to a casing that encloses various components of the powertrain within itself. The housing performs functions including protection, lubrication containment, structural support, heat dissipation, and so on.
As used herein, the term “first member” refers to a component of the housing that accommodates the motor and the transmission unit within. The first member also mechanically supports the motor and the transmission unit. The first member may comprise a plurality of mounting points for secured mounting of the motor and the transmission unit.
As used herein, the term “second member” refers to a component of the housing that secures the motor and the transmission unit in the first member. The second member may also mechanically support the motor and the transmission unit at another end. The second member may also comprise pass-through sections for shafts of the motor and the transmission units. The pass-through sections may also act as mounting points for the shafts of the motor and the transmission unit. Furthermore, the second member may comprise a plurality of mounting points for secured mounting of the motor and the transmission unit.
As used herein, the term “cover member” refers to a component of the housing that encloses all the components of the integrated powertrain.
As used herein, the term “first compartment” refers to a hollow section of the first member designed to accommodate the motor.
As used herein, the term “second compartment” refers to a hollow section of the first member designed to accommodate the transmission unit.
As used herein, the terms “stator” and “stator assembly” are used interchangeably and refer to the stationary part of a motor which provides a magnetic field that drives the rotating armature. The stator may act as a field magnet. The magnetic field produced by the stator interacts with the permanent magnets on the rotor to induce rotation.
As used herein, the terms “rotor” and “rotor assembly” are used interchangeably and refer to the rotating part of the motor which is typically made of iron or other magnetic materials. It contains the permanent magnets that generate the magnetic field used to drive the rotor. The rotor converts electrical energy supplied to the stator into mechanical energy.
As used herein, the terms “motor shaft”, “shaft” and “shaft assembly” are used interchangeably and refer to a cylindrical rotating component of the motor for delivering mechanical output to a load.
As used herein, the term “input shaft” refers to rotating shaft of the
that receives power from the electric motor. The input shaft acts as the initial point of entry for the vehicle's power within the transmission system.
As used herein, the term “primary drive gear” refers to a gear that meshes with another gear to receive or deliver power between the motor and the transmission unit.
As used herein, the terms “plurality of bearings” and “bearing” are used interchangeably and refer to a machine element that constrains relative motion to only the desired motion and reduces friction between moving parts.
As used herein, the term “first set of bearing” refers to a plurality of bearings used for mounting of a first end of the motor shaft and a first end of the shafts of the transmission unit on the first member.
As used herein, the term “second set of bearing” refers to a plurality of bearings used for mounting of the motor shaft and the shafts of the transmission unit on the second member between the first end and a second end creating overhang of the second end.
As used herein, the term “dry compartment” refers to compartment that houses electrical components and does not comprise any fluids.
As used herein, the term “wet compartment” refers to compartment that houses mechanical components and comprises lubrication fluid.
As used herein, the term “common contact area” refers to a surface area of the first member which is common between the first compartment and second compartment.
As used herein, the terms “plurality of fasteners” and “fasteners” are used interchangeably and refer to a mechanical means for joining two parts together. The fastener may include rivets, nuts and bolts, pins, screws, and so forth.
Figure 1, in accordance with an aspect describes exploded view of an integrated powertrain 100 of an electric vehicle. The integrated powertrain 100 comprises a motor 102, a transmission unit 104 coupled to the motor 102, a clutch assembly 106 configured to temporarily decouple the transmission unit 104 from the motor 102, and a housing 108 to securely enclose the motor 102, the transmission unit 104 and the clutch assembly 106.
The present disclosure provides an integrated powertrain 100 of an electric vehicle. Advantageously, the integrated powertrain 100 comprises a unibody housing 108 accommodating the motor 102 and the transmission unit 104. Advantageously, the integrated powertrain 100 as disclosed in the present disclosure is lighter in weight compared to conventional powertrains. More beneficially, the integrated powertrain 100 as disclosed in the present disclosure is compact in size compared to conventional powertrains. The integrated powertrain 100 of the present disclosure is advantageous in terms of efficiently delivering power to wheels of the electric vehicle. The integrated powertrain 100 of the present disclosure is advantageous in terms of reducing mechanical components such as bearings, seals, shafts and so on. The integrated powertrain 100 of the present disclosure has minimal mechanical losses. The integrated powertrain 100 of the present disclosure is robust in nature. The integrated powertrain 100 of the present disclosure is advantageous in terms of simultaneous cooling of the motor 102 and the transmission unit 104. The integrated powertrain 100 of the present disclosure is advantageous in terms of providing better and efficient clutch action.
In an embodiment, the housing 108 comprises a first member 110, a second member 112 and a cover member 114. Beneficially, the first member 110, the second member 112 and the cover member 114 provides enclosure and mechanical support to other components of the integrated powertrain 100. It is to be understood that the housing 108 itself accommodates and securely encloses the motor 102, the transmission unit 104 and the clutch assembly 106 together eliminating need of any additional casing or housing for individual components.
In an embodiment, the first member 110 comprises a first compartment 110a configured to accommodate the motor 102 and a second compartment 110b configured to accommodate the transmission unit 104 adjacent to the motor 102. Beneficially, the first compartment 110a of the first member 110 accommodates the motor 102 and the second compartment 110b of the first member 110 accommodates the transmission unit 104 eliminating the need of any additional housing for each of the motor 102 and the transmission unit 104. It is to be understood that the transmission unit 104 may be accommodated adjacent to the motor 102 for efficient power transfer.
In an embodiment, the second member 112 is secured on the first member 110 to secure the motor 102 and the transmission unit 104 inside the first member 110. Beneficially, the second member 112 is secured on the first member 110 to mechanically support and enclose both the motor 102 and the transmission unit 104 inside the first member 110. It is to be understood that second member 112 may be secured on the first member 110 using a plurality of fasteners. Furthermore, it is to be understood that the second member 112 may comprise mounting points for mounting of the components of the motor 102 and the transmission unit 104.
In an embodiment, the clutch assembly 106 is mounted on the second member 112 in a mutually opposite direction of the motor 102 and the transmission unit 104. Beneficially, the clutch assembly 106 acts as an enabler for coupling and decoupling of the motor 102 and the transmission unit 104.
In an embodiment, the cover member 114 is secured on the second member 112 to enclose the clutch assembly 106. Beneficially, the cover member 114 is secured on the second member 112 using the plurality of fasteners. Beneficially, the cover member 114 may protect the components of the powertrain 100 from external environment. Beneficially, the cover member 114 may provide ingress protection.
In an embodiment, the motor 102 comprises a motor shaft 102a and a primary drive gear 102b mounted on the motor shaft 102a to deliver power output of the motor 102 to the transmission unit 104. It is to be understood that the motor 102 comprises components such as rotor assembly, stator assembly and so on. Beneficially, the primary drive gear 102b mounted on the motor shaft 102a efficiently delivers power output of the motor 102 to the transmission unit 104.
In an embodiment, the transmission unit 104 comprises an input shaft 104a, a primary drive gear 104b mounted on the input shaft 104a to receive power output of the motor 102. It is to be understood that transmission unit 104 comprises components such as transmission gears, output shaft, shifter assembly and so on. Beneficially, the primary drive gear 104b mounted on the input shaft 104a efficiently receives power output of the motor 102 with minimal mechanical losses.
In an embodiment, a first end of the motor shaft 102a and a first end of the input shaft 104a of the transmission unit 104 are mounted on the first member 110 via a first set of bearings. Beneficially, the first set of bearings provide mechanical mounting and support to the first end of the motor shaft 102a and the first end of the input shaft 104a of the transmission unit 104.
In an embodiment, a second end of the motor shaft 102a and a second end of the input shaft 104a of the transmission unit 104 are overhanged in the cover member 114. Beneficially, the overhang condition of the second end of the motor shaft 102a and the second end of the input shaft 104a of the transmission unit 104 reduce the number of mounting points, bearings, seals and so on in the powertrain 100. Furthermore, it is to be understood that the primary drive gear 102b and the primary drive gear 104b are mounted on the overhang portion of the motor shaft 102a and the input shaft 104a respectively.
In an embodiment, the motor shaft 102a and the input shaft 104a of the transmission unit 104 are mounted on the second member 112 between the first end and the second end via a second set of bearings. Beneficially, the motor shaft 102a and the input shaft 104a of the transmission unit 104 are mounted on the second member 112 between the first end and the second end via a second set of bearings to create the overhang condition of the second end of the motor shaft 102a and a second end of the input shaft 104a of the transmission unit 104. Beneficially, such configuration requires only two sets of bearings eliminating the need of any additional bearing for the mounting of the motor shaft 102a and the input shaft 104a of the transmission unit 104. Beneficially, such configuration eliminates the requirement of any additional shaft, seals and so on. Advantageously, such configuration enables efficient power transfer between the motor 102 and the transmission unit 104.
In an embodiment, the motor shaft 102a and the input shaft 104a of the transmission unit 104 are positioned in a parallel non-interacting non-coaxial manner. Beneficially, such parallel non-interacting non-coaxial arrangement of the shafts increase the robustness of the powertrain 100 as the motor shaft 102a and the input shaft 104a of the transmission unit 104 are not interacting directly with each other reducing torsional strain on the shafts.
In an embodiment, the primary drive gear 102b of the motor 102 and the primary drive gear 104b of the transmission unit 104 are meshed by the clutch assembly 106 to couple the transmission unit 104 with the motor 102 to transfer power output of the motor 102 to the transmission unit 104. It is to be understood that the clutch assembly may comprise a headgear which during normal operation, is meshed with the primary drive gear 102b of the motor 102 and the primary drive gear 104b of the transmission unit 104 to couple the transmission unit 104 with the motor 102 to transfer power output of the motor 102 to the transmission unit 104. Alternatively, the primary drive gear 102b of the motor 102 and the primary drive gear 104b of the transmission unit 104 are meshed by the clutch assembly in any other suitable arrangement between the primary drive gear 102b, the primary drive gear 104b, and the clutch assembly 106. Beneficially, such arrangement enables efficient clutch action and increase operational life of the clutch assembly 106.
In an embodiment, the primary drive gear 102b of the motor 102 and the primary drive gear 104b of the transmission unit 104 are disengaged by the clutch assembly 106 to temporarily decouple the transmission unit 104 from the motor 102. It is to be understood that when a clutch lever is pressed to actuate the clutch action, the headgear slides back (retracts) causing unmeshing of the primary drive gear 102b of the motor 102 and the primary drive gear 104b of the transmission unit 104.
In an embodiment, the first compartment 110a is a dry compartment and the second compartment 110b is a wet compartment comprising lubrication fluid of the transmission unit 104. Beneficially, the dry compartment houses the electrical components. Beneficially, the wet compartment houses the mechanical components that require lubrication. It is to be understood that the dry compartment and the wet compartment are sealed off to prevent any movement of fluid from the wet compartment to the dry compartment.
In an embodiment, the first compartment 110a and the second compartment 110b comprise a common contact area 110c for simultaneous cooling of the motor 102 and the transmission unit 104. Beneficially, the common contact area 110c enables surface contact between a cooling jacket of the motor 102 and the lubrication fluid of the transmission unit 104 to enable simultaneous cooling of the motor 102 and the transmission unit 104.
Figure 2, in accordance with an embodiment describes sectional view of the integrated powertrain 100 of the electric vehicle. The integrated powertrain 100 comprises a motor 102, a transmission unit 104 coupled to the motor 102, a clutch assembly 106 configured to temporarily decouple the transmission unit 104 from the motor 102, and a housing 108 to securely enclose the motor 102, the transmission unit 104 and the clutch assembly 106. Furthermore, the housing 108 comprises a first member 110, a second member 112 and a cover member 114. Furthermore, the first member 110 comprises a first compartment 110a configured to accommodate the motor 102 and a second compartment 110b configured to accommodate the transmission unit 104 adjacent to the motor 102. Furthermore, the second member 112 is secured on the first member 110 to secure the motor 102 and the transmission unit 104 inside the first member 110. Furthermore, the clutch assembly 106 is mounted on the second member 112 in a mutually opposite direction of the motor 102 and the transmission unit 104. Furthermore, the cover member 114 is secured on the second member 112 to enclose the clutch assembly 106. Furthermore, the motor 102 comprises a motor shaft 102a and a primary drive gear 102b mounted on the motor shaft 102a to deliver power output of the motor 102 to the transmission unit 104. Furthermore, the transmission unit 104 comprises an input shaft 104a, a primary drive gear 104b mounted on the input shaft 104a to receive power output of the motor 102. Furthermore, a first end of the motor shaft 102a and a first end of the input shaft 104a of the transmission unit 104 are mounted on the first member 110 via a first set of bearings. Furthermore, a second end of the motor shaft 102a and a second end of the input shaft 104a of the transmission unit 104 are overhanged in the cover member 114. Furthermore, the motor shaft 102a and the input shaft 104a of the transmission unit 104 are mounted on the second member 112 between the first end and the second end via a second set of bearings. Furthermore, the motor shaft 102a and the input shaft 104a of the transmission unit 104 are positioned in a parallel non-interacting non-coaxial manner. Furthermore, the primary drive gear 102b of the motor 102 and the primary drive gear 104b of the transmission unit 104 are meshed by the clutch assembly 106 to couple the transmission unit 104 with the motor 102 to transfer power output of the motor 102 to the transmission unit 104. Furthermore, the primary drive gear 102b of the motor 102 and the primary drive gear 104b of the transmission unit 104 are disengaged by the clutch assembly 106 to temporarily decouple the transmission unit 104 from the motor 102. Furthermore, the first compartment 110a is a dry compartment and the second compartment 110b is a wet compartment comprising lubrication fluid of the transmission unit 104. Furthermore, the first compartment 110a and the second compartment 110b comprise a common contact area 110c for simultaneous cooling of the motor 102 and the transmission unit 104.
Figure 3, in accordance with an aspect describes an exploded view of a housing 108 of an integrated powertrain 100 of an electric vehicle to securely enclose a motor (not shown in the Fig.), a transmission unit (not shown in the Fig.) and a clutch assembly (not shown in the Fig.). The housing 108 comprises a first member 110, a second member 112, and a cover member 114. The first member 110 comprises a first compartment 110a configured to accommodate the motor and a second compartment 110b configured to accommodate the transmission unit adjacent to the motor. The second member 112 is securely mounted on the first member 110 to secure the motor and the transmission unit in the first member 110. The cover member 114 is securely mounted on the second member 112 to enclose the clutch assembly.
In an embodiment, the first member 110 and the second member 110 comprises mounting points 110d for mounting of a motor shaft (not shown in the Fig.) and an input shaft (not shown in the Fig.) of the transmission unit. Beneficially, the housing 108 reduces the number of bearings and seals required for the mounting of the motor shaft and an input shaft of the transmission unit.
In an embodiment, the first compartment 110a is a dry compartment and the second compartment 110b is a wet compartment comprising lubrication fluid of the transmission unit. Beneficially, the dry compartment and the wet compartment are sealed off to prevent any ingress of fluid from the wet compartment to the dry compartment.
In an embodiment, the first compartment 110a and the second compartment 110b comprise a common contact area 110c for simultaneous cooling of the motor and the transmission unit. Beneficially, the simultaneous cooling of the motor and the transmission unit through the common contact area 110c enables efficient cooling of the motor and the transmission unit.
In the description of the present invention, it is also to be noted that, unless otherwise explicitly specified or limited, the terms “disposed,” “mounted,” and “connected” are to be construed broadly, and may for example be fixedly connected, detachably connected, or integrally connected, either mechanically or electrically. They may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Modifications to embodiments and combination of different embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as “including”, “comprising”, “incorporating”, “have”, “is” used to describe and claim the present disclosure are intended to be construed in a non- exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural where appropriate.
Although embodiments have been described with reference to a number of illustrative embodiments thereof, it should be understood that numerous other modifications and embodiments can be devised by those skilled in the art that will fall within the spirit and scope of the principles of this disclosure. More particularly, various variations and modifications are possible in the component parts and/or arrangements of the subject combination arrangement within the scope of the present disclosure, the drawings and the appended claims. In addition to variations and modifications in the component parts and/or arrangements, alternative uses will also be apparent to those skilled in the art.
,CLAIMS:WE CLAIM:
1. An integrated powertrain (100) of an electric vehicle, wherein the integrated powertrain (100) comprises:
- a motor (102);
- a transmission unit (104) coupled to the motor (102);
- a clutch assembly (106) configured to temporarily decouple the transmission unit (104) from the motor (102); and
- a housing (108) to securely enclose the motor (102), the transmission unit (104) and the clutch assembly (106).
2. The integrated powertrain (100) as claimed in claim 1, wherein the housing (108) comprises a first member (110), a second member (112) and a cover member (114).
3. The integrated powertrain (100) as claimed in claim 2, wherein the first member (110) comprises a first compartment (110a) configured to accommodate the motor (102) and a second compartment (110b) configured to accommodate the transmission unit (104) adjacent to the motor (102).
4. The integrated powertrain (100) as claimed in claim 2, wherein the second member (112) is secured on the first member (110) to secure the motor (102) and the transmission unit (104) inside the first member (110).
5. The integrated powertrain (100) as claimed in claim 1, wherein the clutch assembly (106) is mounted on the second member (112) in a mutually opposite direction of the motor (102) and the transmission unit (104).
6. The integrated powertrain (100) as claimed in claim 2, wherein the cover member (114) is secured on the second member (112) to enclose the clutch assembly (106).
7. The integrated powertrain (100) as claimed in claim 1, wherein the motor (102) comprises a motor shaft (102a) and a primary drive gear (102b) mounted on the motor shaft (102a) to deliver power output of the motor (102) to the transmission unit (104).
8. The integrated powertrain (100) as claimed in claim 1, wherein the transmission unit (104) comprises an input shaft (104a), a primary drive gear (104b) mounted on the input shaft (104a) to receive power output of the motor (102).
9. The integrated powertrain (100) as claimed in claim 1, wherein a first end of the motor shaft (102a) and a first end of the input shaft (104a) of the transmission unit (104) are mounted on the first member (110) via a first set of bearings.
10. The integrated powertrain (100) as claimed in claim 1, wherein a second end of the motor shaft (102a) and a second end of the input shaft (104a) of the transmission unit (104) are overhanged in the cover member (114).
11. The integrated powertrain (100) as claimed in claim 1, wherein the motor shaft (102a) and the input shaft (104a) of the transmission unit (104) are mounted on the second member (112) between the first end and the second end via a second set of bearings.
12. The integrated powertrain (100) as claimed in claim 1, wherein the motor shaft (102a) and the input shaft (104a) of the transmission unit (104) are positioned in a parallel non-interacting non-coaxial manner.
13. The integrated powertrain (100) as claimed in claim 12, wherein the primary drive gear (102b) of the motor (102) and the primary drive gear (104b) of the transmission unit (104) are meshed by the clutch assembly (106) to couple the transmission unit (104) with the motor (102) to transfer power output of the motor (102) to the transmission unit (104).
14. The integrated powertrain (100) as claimed in claim 13, wherein the primary drive gear (102b) of the motor (102) and the primary drive gear (104b) of the transmission unit (104) are disengaged by the clutch assembly (106) to temporarily decouple the transmission unit (104) from the motor (102).
15. The integrated powertrain (100) as claimed in claim 3, wherein the first compartment (110a) is a dry compartment and the second compartment (110b) is a wet compartment comprising lubrication fluid of the transmission unit (104).
16. The integrated powertrain (100) as claimed in claim 3, wherein the first compartment (110a) and the second compartment (110b) comprise a common contact area (110c) for simultaneous cooling of the motor (102) and the transmission unit (104).
17. A housing (108) of an integrated powertrain (100) of an electric vehicle to securely enclose a motor (102), a transmission unit (104) and a clutch assembly (106), wherein the housing (108) comprises:
- a first member (110), comprising a first compartment (110a) configured to accommodate the motor (102) and a second compartment (110b) configured to accommodate the transmission unit (104) adjacent to the motor (102);
- a second member (112), securely mounted on the first member (110) to secure the motor (102) and the transmission unit (104) in the first member (110); and
- a cover member (114), securely mounted on the second member (112) to enclose the clutch assembly (106).
18. The housing (108) as claimed in claim 17, wherein the first member (110) and the second member (110) comprises mounting points (110d) for mounting of a motor shaft (102a) and an input shaft (104a) of the transmission unit (104).
19. The housing (108) as claimed in claim 17, wherein the first compartment (110a) is a dry compartment and the second compartment (110b) is a wet compartment comprising lubrication fluid of the transmission unit (104).
20. The housing (108) as claimed in claim 17, wherein the first compartment (110a) and the second compartment (110b) comprise a common contact area (110c) for simultaneous cooling of the motor (102) and the transmission unit (104).