DESC:TRANSMISSION SYSTEM FOR A VEHICLE
CROSS REFERENCE TO RELATED APPLICATIONS
The present application claims priority from Indian Provisional Patent Application No. 202421020619 filed on 19/03/2024, the entirety of which is incorporated herein by a reference.
TECHNICAL FIELD
The present disclosure generally relates to an electric vehicle. Particularly, the present disclosure relates to a traction motor for an electric vehicle. Furthermore, the present disclosure relates to a transmission system for an electric vehicle.
BACKGROUND
Recently, electric vehicles (EVs) represent a rapid shift in automotive engineering, characterized by the reliance on the electric motors for propulsion rather than traditional internal combustion engines. Unlike conventional vehicles where clutches play a pivotal role in transmitting power from the engine to the transmission, most EVs adopt direct-drive systems that forego the need for clutches altogether. However, in the regenerative braking systems, the hybrid electric vehicles (HEVs), and multi-speed transmission designs, clutches or clutch-like mechanisms retain importance in managing power flow, enhancing efficiency, optimizing traction, and ensuring safety.
Generally, the pressure plate clutch, also known as diaphragm clutch, is used in vehicle to manage power transmission between the electric motor and the drivetrain. This pressure plate clutch is typically located between the electric motor and the transmission or differential in EVs equipped with multi-speed transmissions. However, the pressure plate clutches, despite their widespread use in various automotive applications, possess certain disadvantages. Firstly, pressure plate clutches requires the manual actuation or control mechanisms to engage and disengage, this increases driver fatigue. Additionally, the pressure plate clutches are prone to wear and requires periodic maintenance, including adjustments and eventual replacement of friction materials, leading to increased maintenance costs over time. Moreover, the friction between the clutch disc and pressure plate produces heat, which may lead to overheating and reduced efficiency, especially under heavy loads.
Preferably, to avoid the above-mentioned problems, the centrifugal clutch may be used since centrifugal clutch have fewer moving parts and experience less wear, resulting in lower maintenance requirements and longer service life. However, the centrifugal clutches require larger housing and extra space for flyweights and springs, increasing the transmission system’s overall size. Also, the engagement of clutch at higher RPMs demands additional components for smooth power transfer, adding bulk. Moreover, the heat dissipation and wear concerns may further necessitate larger cooling and reinforcement structures.
Therefore, there exists a need for an improved transmission system to overcome one or more problems associated as set forth above.
SUMMARY
An object of the present disclosure is to provide a traction motor for an electric vehicle.
Another object of the present disclosure is to provide a transmission system for an electric vehicle.
In accordance with first aspect of the present disclosure, there is provided a traction motor for an electric vehicle. The traction motor comprises a stator assembly configured to generate a magnetic field, a rotor assembly configured to interact with the magnetic field to generate mechanical power and a clutch assembly integrated inside the rotor assembly. The clutch assembly is configured to control transmission of the mechanical power to a drive shaft.
The present disclosure provides the traction motor for the electric vehicle. The traction motor as disclosed by present disclosure is advantageous in terms of enhanced efficiency, performance, and reliability of a transmission system of electric vehicle. Beneficially, the system eliminates the need for an external clutch mechanism, thereby reduces the overall weight and complexity. Beneficially, the system improves the packaging efficiency of the clutch assembly. Moreover, the traction motor significantly minimizes the power losses associated with conventional transmission systems, leading to improved energy efficiency and extended battery life. Additionally, the system beneficially provides the controlled engagement and disengagement of the power transmission which significantly enables the smoother operation, better torque management, and enhanced drivability. Beneficially, the traction motor significantly reduces the mechanical wear and tear, thereby enhances the longevity of the vehicle and reduces the maintenance requirements. Furthermore, the compact and integrated design of the traction motor improves overall response time, thereby ensures quick adaptation to dynamic driving conditions.
In accordance with second aspect of the present disclosure, there is provided a transmission system for an electric vehicle. The transmission system comprises a traction motor with a clutch assembly integrated inside a rotor assembly of the traction motor.
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:
FIG. 1 illustrates an exploded view of a traction motor for an electric vehicle, in accordance with an aspect of the present disclosure.
FIG. 2a illustrates an exploded view of a clutch assembly, in accordance with an embodiment of the present disclosure.
FIG. 2b illustrates a perspective view of a clutch assembly, in accordance with an embodiment of the present disclosure.
FIG. 3 illustrates a side view of a clutch assembly actuation mechanism, in accordance with an embodiment of the present disclosure.
FIG. 4a illustrates a front view of a clutch assembly in engaged position with the rotor stack, in accordance with an embodiment of the present disclosure
FIG. 4b illustrates a front view of a clutch assembly in disengaged position with the rotor stack, in accordance with an embodiment 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 recognise that other embodiments for carrying out or practising 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 a traction motor for an electric vehicle and is not intended to represent the only forms that may be developed or utilised. 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 minimised 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, 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 and 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 terms “electric vehicle”, “EV”, and “EVs” are used interchangeably and refer to any vehicle having stored electrical energy, including the vehicle capable of being charged from an external electrical power source. This may include vehicles having batteries which are exclusively charged from an external power source, as well as hybrid-vehicles which may include batteries capable of being at least partially recharged via an external power source. Additionally, it is to be understood that the ‘electric vehicle’ as used herein includes electric two-wheeler, electric three-wheeler, electric four-wheeler, electric pickup trucks, electric trucks and so forth.
As used herein, the term “traction motor” and “motor” are used interchangeably and refer to an electric motor configured to generate mechanical power for driving a vehicle. The traction motor is designed to convert electrical energy into rotational motion, which is transmitted to the vehicle’s drive system to facilitate movement. The traction motor may include a stator assembly, a rotor assembly, and other associated components to enable efficient torque generation and power transmission.
As used herein, the term “transmission system” and “system” are used interchangeably and refer to a system configured to control and facilitate the transfer of mechanical power from a power source to a driven component, wherein the system comprises one or more components that regulate torque delivery, speed variation, or power engagement/disengagement to optimize performance and efficiency of the vehicle or machinery.
As used herein, the terms “stator assembly” refers to a structural and functional component of an electric motor, configured to generate a magnetic field for facilitating rotational motion of a rotor assembly. The stator assembly typically comprises a stator core formed of laminated steel sheets, a plurality of windings or coils wound around the stator core, and an insulation system to electrically isolate the windings. The stator assembly is fixedly mounted within a casing to provide mechanical support and thermal dissipation. The stator assembly is operatively connected to a power source to receive electrical energy and induce electromagnetic interaction with the rotor assembly, thereby enabling mechanical power generation.
As used herein, the term “rotor assembly” refers to a rotary electric machine, the rotor assembly being configured to interact with a stator assembly to generate mechanical power, wherein the rotor assembly comprises a rotor core, a plurality of magnets or windings, and a rotor shaft for transmitting mechanical power to a connected component.
As used herein, the term “mechanical power” refers to the rate at which mechanical energy is transmitted, converted, or utilized to perform work, typically expressed as the product of torque and rotational speed in rotating systems, or as force multiplied by velocity in linear systems.
As used herein, the term “clutch assembly” refers to a mechanical system configured to selectively engage or disengage the transmission of mechanical power between rotating components, wherein the system comprises one or more elements that facilitate controlled coupling and decoupling of torque transfer in response to an actuation mechanism.
As used herein, the term “drive shaft” and “rotor output shaft” are used interchangeably and refer to a rotational component configured to transmit mechanical power from a power-generating source, such as a motor or engine to a driven component or system, such as a transmission, differential, or wheels, enabling motion or operation of a vehicle or machinery.
As used herein, the term “casing” refers to a structural enclosure configured to house, support, and protect internal components of a system, wherein the casing may comprise a casing body, a casing cover, and/or additional elements designed to facilitate heat dissipation, structural integrity, environmental protection, and mechanical mounting.
As used herein, the term “casing body” refers to the primary structural enclosure of a component, assembly, or system, designed to provide mechanical protection, structural support, and housing for internal elements. The casing body is typically formed as a unitary or multi-part structure and may include mounting features, openings, or passages for accommodating functional components, securing connections, facilitating thermal management, or enabling access for maintenance. In the context of a traction motor, the casing body encloses and supports the stator assembly, rotor assembly, and other associated components, ensuring operational integrity and environmental protection.
As used herein, the term “casing cover” refers to a structural component of a casing that is configured to enclose, seal, or provide access to the internal components of a system, such as a traction motor. The casing cover may be removably or fixedly attached to a casing body and can serve functions including protection from external contaminants, thermal management, structural reinforcement, and maintenance accessibility. The casing cover may be designed with mounting features, sealing elements, or fastening mechanisms to ensure secure enclosure while allowing for disassembly when required.
As used herein, the term “rotor stack” refers to a structural component of a rotor assembly, comprising a plurality of stacked laminations or magnetic elements arranged in a predefined configuration to form the core of the rotor. The rotor stack is configured to support the placement of permanent magnets or winding elements and facilitate the generation of rotational motion in response to the electromagnetic field produced by a stator assembly. The rotor stack may include slots, keyways, or other structural features to enhance mechanical stability, optimize magnetic flux distribution, and improve the overall efficiency of the traction motor.
As used herein, the term “plurality of magnets” and “magnet” are used interchangeably and refer to a set of two or more magnets arranged within a system to generate a magnetic field for interaction with other components, wherein the configuration, positioning, and material composition of the magnets may vary depending on the functional requirements of the system.
As used herein, the term “plurality of abrasive shoes” and “abrasive shoes” are used interchangeably and refer to multiple frictional or contact elements that are configured to engage with a surface, such as a rotor stack, to facilitate mechanical interaction. Each abrasive shoe is designed to create frictional engagement when actuated, enabling the transmission or interruption of mechanical power within a clutch mechanism. The abrasive shoes may be composed of materials that provide adequate frictional characteristics, such as metallic, composite, or ceramic-based friction materials, and may be mounted within the rotor output shaft via tension springs or other mounting mechanisms to enable controlled movement.
As used herein, the term “plurality of tension springs” and “tension springs” are used interchangeably and refer to two or more elongate elastic elements on the plurality of abrasive shoes configured to store and release mechanical energy by exerting a pulling force when extended, wherein each tension spring is operably coupled to a corresponding component to facilitate controlled movement, engagement, or force application within the system.
As used herein, the term “actuation shaft” refers to a mechanical component configured to transmit force or motion to facilitate the engagement or disengagement of a mechanical system, such as a clutch assembly. The actuation shaft is typically arranged to move axially or rotationally in response to an external input, thereby enabling or restricting mechanical interaction between associated components. In a traction motor with an integrated clutch assembly, the actuation shaft is designed to push or retract elements such as abrasive shoes, to control the transmission of mechanical power. The actuation shaft may be biased by a spring, actuated by a lever, or driven by an external actuator to achieve controlled operation.
As used herein, the term “actuation spring” refers to a biasing component configured to exert a force that facilitates or restores the movement of an actuation mechanism in a mechanical system. The actuation spring is designed to generate a compressive or tensile force to control the position of clutch elements, such as abrasive shoes, within the rotor assembly. The actuation spring ensures proper engagement or disengagement of the clutch assembly by either maintaining contact between the rotor stack and the rotor output shaft or restoring the clutch components to their original position upon actuation.
As used herein, the term “actuation bush” refers to a mechanical component configured to facilitate axial or radial movement within an actuation mechanism. The actuation bush is typically a cylindrical or sleeve-like structure that serves as a guide or support for an actuation shaft or other moving parts. The actuation bush enables controlled displacement of components by reducing friction and ensuring smooth motion, often working in conjunction with levers, springs, or other actuating elements.
As used herein, the term “actuation lever” refers to a mechanical component configured to transmit force or motion to facilitate the engagement or disengagement of a mechanism. The actuation lever is operatively connected to an actuation system and is designed to rotate or pivot in response to an external input, generating axial or radial displacement of associated components, such as an actuation bush or abrasive shoes. This movement enables controlled interaction or separation between mechanical elements, thereby regulating the transmission of mechanical power within the system.
As used herein, the term “at least one bearing” and “bearing” are used interchangeably and refer to one or more bearings that support and facilitate the rotational movement of a component, such as a shaft, relative to a housing or another structure.
Figure 1, in accordance with an embodiment describes a traction motor 100 for an electric vehicle. The traction motor 100 comprises a stator assembly 102 configured to generate a magnetic field, a rotor assembly 104 configured to interact with the magnetic field to generate mechanical power and a clutch assembly 106 integrated inside the rotor assembly 104. The clutch assembly 106 is configured to control transmission of the mechanical power to a drive shaft 108.
The present disclosure provides the traction motor 100 for the electric vehicle. The traction motor 100 as disclosed by present disclosure is advantageous in terms of enhanced efficiency, compactness, and controllability of the transmission system in an electric vehicle. Beneficially, the integrated clutch assembly 106 eliminates the need for an external clutch or additional drivetrain components, thereby reducing the overall vehicle complexity, weight, and manufacturing costs. Moreover, the integration of the clutch assembly 106 significantly leads to a more compact design of the traction motor 100, thereby optimizes the space utilization within the vehicle powertrain. Additionally, the direct engagement of the clutch assembly 106 with the rotor output shaft 108 allows for seamless control over power transmission, thereby enables precise torque management and improved drivability. Furthermore, the use of plurality of abrasive shoes 114 with an actuation mechanism provides a reliable and responsive way to engage and disengage the drive shaft 108. Moreover, the use of plurality of abrasive shoes 114 facilitates the easy engage and disengagement which is critical for rapid power cut-off or controlled torque delivery conditions. Furthermore, the actuation mechanism, consists of an actuation shaft 118, an actuation spring 120, an actuation bush 122 and an actuation lever 124 ensures the smooth operation with minimal mechanical losses, thereby enhancing the overall efficiency of the traction motor 100. Furthermore, the integration of at least one bearing 126 for the drive shaft 108 ensures reduced friction and improved mechanical stability, leads to increased durability of the vehicle.
In an embodiment, the traction motor 100 comprises a casing 110 configured to enclose the stator assembly 102, the rotor assembly 104 and the clutch assembly 106. By enclosing the stator assembly 102, the casing 110 aids in maintaining thermal stability and structural integrity, thereby preventing the exposure to external contaminants such as dust, moisture, and debris. Additionally, the rotor assembly 104, which interacts with the stator magnetic field to generate mechanical power may be housed within the casing 110. The enclosure of the rotor assembly 104 within the casing 110 ensures the proper alignment and protection of the rotating components, thereby minimizing the mechanical wear and optimizing performance. Furthermore, the casing 110 also encloses the clutch assembly 106, which may be integrated inside the rotor assembly 104. Beneficially, the casing 110 provides the controlled environment for the operation of the clutch assembly 106, which regulates the transmission of mechanical power to the drive shaft 108.
In an embodiment, the casing 110 comprises a casing body and a casing cover. The casing body provides the primary structural framework for mounting the stator assembly 102 and supporting the rotor assembly 104 along with the drive shaft 108. The casing cover may be configured to be detachable, allowing ease of access for assembly, maintenance, or replacement of internal components. Beneficially, the construction of the casing 110 enhances the durability of the traction motor 100 while providing protection against environmental factors such as dust, moisture, and mechanical impacts.
In an embodiment, the rotor assembly 104 comprises a rotor stack 112 and a plurality of magnets 114. The rotor stack 112 serves as the structural core of the rotor assembly 104, providing mechanical integrity and acting as a medium for the interaction between the magnetic field generated by the stator assembly 102 and the drive shaft 108. Furthermore, the plurality of magnets 114 are strategically positioned within or around the rotor stack 112 to establish a strong magnetic interaction, thereby facilitating efficient torque generation when the traction motor 100 is in operation. Beneficially, the integration of the rotor stack 112 with the plurality of magnets 114 ensures optimal electromagnetic coupling with the stator assembly 102, leads to improved power density, higher efficiency, and smoother torque delivery in the electric vehicle.
In an embodiment, the drive shaft 108 is a rotor output shaft 108. The rotor output shaft 108 serves as the primary mechanical component for transmitting the rotational power from the rotor assembly 104 to the vehicle drivetrain. Beneficially, the rotor output shaft 108 ensures the direct and efficient transfer of mechanical power, thereby minimizing the transmission losses and enhancing the overall powertrain performance.
In an embodiment, the clutch assembly 106 comprises a plurality of abrasive shoes 114 mounted inside the rotor output shaft 108 via a plurality of tension springs 116. The plurality of abrasive shoes 114 enables the mechanical interaction between the rotor stack 112 and the rotor output shaft 108. During the engagement, the plurality of abrasive shoes 114 press against the rotor stack 112, ensures the transfer of torque from the rotor assembly 104 to the drive shaft 108. The tension springs 116 serve as the force-regulating elements which allows the controlled movement of the plurality of abrasive shoes 114 in response to actuation forces. Additionally, the plurality of tension springs 116 helps to maintain a balanced contact pressure, thereby ensuring smooth engagement of the abrasive shoes 114 while minimizing wear and mechanical losses. Beneficially, the plurality of abrasive shoes 114 allows for effective engagement and disengagement of the power transmission mechanism within the traction motor 100.
In an embodiment, the clutch assembly 106 comprises an actuation shaft 118, an actuation spring 120, an actuation bush 122 and an actuation lever 124. Furthermore, the actuation shaft 118 is configured to push the plurality of abrasive shoes 114 towards the rotor stack 112 to create mechanical interaction between the rotor stack 112 and the rotor output shaft 108, during the transmission of the mechanical power to the drive shaft 108. The actuation shaft 118 may be designed to exert force on the plurality of abrasive shoes 114 by pushing the actuation shaft 118 towards the rotor stack 112 to establish the mechanical interaction that enables the transmission of mechanical power to the drive shaft 108. Beneficially, the actuation shaft 118 ensures the controlled engagement and disengagement of the rotor assembly 104 with the rotor output shaft 108, thereby optimizing the torque delivery and enhancing the drivetrain efficiency. Additionally, the integration of the actuation spring 120 within the clutch assembly 106 further contributes to a self-restoring mechanism which significantly ensures the clutch engagement is maintained when required and effectively disengaged when the actuation lever 124 is operated.
In an embodiment, to cut-off the transmission of the mechanical power to the drive shaft 108, the actuation lever 124 rotates to generate axial motion of the actuation bush 122 to retract the plurality of abrasive shoes 114 from the rotor stack 112 disrupting the mechanical interaction between the rotor stack 112 and the rotor output shaft 108. For instance, to facilitate the disengagement of the power transmission, upon activation, the actuation lever 124 undergoes a rotational motion, which in turn induces axial displacement of the actuation bush 122. The axial movement results in the retraction of the plurality of abrasive shoes 114 away from the rotor stack 112. Consequently, the mechanical interaction between the rotor stack 112 and the rotor output shaft 108 may be effectively disrupted, thereby restricts the transfer of rotational power from the rotor assembly 104 to the drive shaft 108. Beneficially, the configuration ensures a precise and controlled mechanism for power disengagement.
In an embodiment, the actuation spring 120 is configured to generate a compressive force, to restore the mechanical interaction between the rotor stack 112 and the rotor output shaft 108, when the actuation lever 124 rotates back to an original position pushing the plurality of abrasive shoes 114 towards the rotor stack 112. During operation, when the actuation lever 124 may be rotated to disengage the clutch assembly 106, the actuation bush 122 moves axially, causing the plurality of abrasive shoes 114 to retract from the rotor stack 112, thereby interrupting the transmission of power. Once the actuation lever 124 rotates back to the original position, the compressive force generated by the actuation spring 120 on the actuation shaft 118 pushes the abrasive shoes 114 back towards the rotor stack 112, re-establishing the mechanical contact between the rotor assembly 104 and the rotor output shaft 108. The automatic restoration mechanism ensures smooth engagement of the drive shaft 108 without requiring external input, thereby improving the reliability and efficiency of the clutch operation within the traction motor 100. Additionally, the design of the actuation spring 120 allows for precise control over the engagement force, thereby minimizing the wear on the abrasive shoes 114 while maintaining optimal torque transmission.
In an embodiment, the traction motor 100 comprises at least one bearing 126 for mounting of the drive shaft 108 with the casing 110. The bearing 126 serves as a crucial structural component that supports the drive shaft 108 which ensures the smooth rotational motion while minimizing friction and mechanical losses. By integrating the bearing 126 within the casing 110, the traction motor 100 significantly enhances the alignment and stability of the drive shaft 108, thereby contributing to improved efficiency and durability of the traction motor 100.
In an embodiment, the traction motor 100 for the electric vehicle. The traction motor 100 comprises the stator assembly 102 configured to generate the magnetic field, the rotor assembly 104 configured to interact with the magnetic field to generate mechanical power and the clutch assembly 106 integrated inside the rotor assembly 104. The clutch assembly 106 is configured to control transmission of the mechanical power to the drive shaft 108. Furthermore, the traction motor 100 comprises the casing 110 configured to enclose the stator assembly 102, the rotor assembly 104 and the clutch assembly 106. Furthermore, the casing 110 comprises the casing body and the casing cover. Furthermore, the rotor assembly 104 comprises the rotor stack 112 and the plurality of magnets 114. Furthermore, the drive shaft 108 is the rotor output shaft 108. Furthermore, the clutch assembly 106 comprises the plurality of abrasive shoes 114 mounted inside the rotor output shaft 108 via the plurality of tension springs 116. Furthermore, the clutch assembly 106 comprises the actuation shaft 118, the actuation spring 120, the actuation bush 122 and an actuation lever 124. Furthermore, the actuation shaft 118 is configured to push the plurality of abrasive shoes 114 towards the rotor stack 112 to create mechanical interaction between the rotor stack 112 and the rotor output shaft 108, during the transmission of the mechanical power to the drive shaft 108. Furthermore, to cut-off the transmission of the mechanical power to the drive shaft 108, the actuation lever 124 rotates to generate axial motion of the actuation bush 122 to retract the plurality of abrasive shoes 114 from the rotor stack 112 disrupting the mechanical interaction between the rotor stack 112 and the rotor output shaft 108. Furthermore, the actuation spring 120 is configured to generate the compressive force, to restore the mechanical interaction between the rotor stack 112 and the rotor output shaft 108, when the actuation lever 124 rotates back to the original position pushing the plurality of abrasive shoes 114 towards the rotor stack 112. Furthermore, the traction motor 100 comprises the at least one bearing 126 for mounting of the drive shaft 108 with the casing 110.
In an embodiment, a transmission system 200 for an electric vehicle. The transmission system 200 comprises a traction motor 100 with a clutch assembly 106 integrated inside a rotor assembly 104 of the traction motor 100. The transmission system 200 for the electric vehicle integrates the traction motor 100 with the clutch assembly 106 housed within the rotor assembly 104, enables the efficient and compact power transmission. The transmission system 200 allows the direct control of mechanical power transfer from a rotor stack 112 to a drive shaft 108 through an internal clutch mechanism. The clutch assembly 106 utilizes a plurality of abrasive shoes 114, an actuation shaft 118, and a actuation lever 124 to engage or disengage torque transmission, ensuring smooth operation and improved drivability. Beneficially, by eliminating the external clutch components, the transmission system 200 reduces the weight and enhances the energy efficiency and optimizes space within the powertrain of the vehicle.
Figure 2a & 2b, describes the integrated arrangement of the clutch assembly 106. The clutch assembly 106 comprising the plurality of abrasive shoes 114, the tension springs 116, the actuation shaft 118 and actuation spring 120. The clutch assembly 106 is integrated inside the rotor assembly 104 of the traction motor 100. Furthermore, the tension springs 116 serve as the force-regulating elements which allows the controlled movement of the plurality of abrasive shoes 114 in response to actuation forces acted via actuation shaft 118.
Figure 3, describes the lever acting mechanism comprising the actuation bush 122 and the actuation lever 124. During operation, when the actuation lever 124 may be rotated to disengage the clutch assembly 106, the actuation bush 122 moves axially, causing the plurality of abrasive shoes 114 to retract from the rotor stack 112, thereby interrupting the transmission of power. Once the actuation lever 124 rotates back to the original position, the compressive force generated by the actuation spring 120 pushes the abrasive shoes 114 back towards the rotor stack 112, re-establishing the mechanical contact between the rotor assembly 104 and the rotor output shaft 108.
Figure 4a & 4b, describes the clutch assembly 106 engaged and disengaged state with the rotor stack. During the engagement, the plurality of abrasive shoes 114 press against the rotor stack 112, ensures the transfer of torque from the rotor assembly 104 to the drive shaft 108. Meanwhile, during disengagement, the plurality abrasive shoes 114 retracts to the original position, which disrupts the contact between the rotor stack 112 and the clutch assembly 106 and restricts the transfer of rotational power from the rotor assembly 104 to the drive shaft 108. The gap is formed between the clutch assembly 106 and the rotor stack 112.
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. A traction motor (100) for an electric vehicle, wherein the traction motor (100) comprises:
- a stator assembly (102) configured to generate a magnetic field;
- a rotor assembly (104) configured to interact with the magnetic field to generate mechanical power; and
- a clutch assembly (106) integrated inside the rotor assembly (104),
wherein the clutch assembly (106) is configured to control transmission of the mechanical power to a drive shaft (108).
2. The traction motor (100) as claimed in claim 1, wherein the traction motor (100) comprises a casing (110) configured to enclose the stator assembly (102), the rotor assembly (104) and the clutch assembly (106).
3. The traction motor (100) as claimed in claim 2, wherein the casing (110) comprises a casing body and a casing cover.
4. The traction motor (100) as claimed in claim 1, wherein the rotor assembly (104) comprises a rotor stack (112) and a plurality of magnets (114).
5. The traction motor (100) as claimed in claim 1, wherein the drive shaft (108) is a rotor output shaft (108).
6. The traction motor (100) as claimed in claim 1, wherein the clutch assembly (106) comprises a plurality of abrasive shoes (114) mounted inside the rotor output shaft (108) via a plurality of tension springs (116).
7. The traction motor (100) as claimed in claim 1, wherein the clutch assembly (106) comprises an actuation shaft (118), an actuation spring (120), an actuation bush (122) and an actuation lever (124).
8. The traction motor (100) as claimed in claim 7, wherein the actuation shaft (118) is configured to push the plurality of abrasive shoes (114) towards the rotor stack (112) to create mechanical interaction between the rotor stack (112) and the rotor output shaft (108), during the transmission of the mechanical power to the drive shaft (108).
9. The traction motor (100) as claimed in claim 7, wherein, to cut-off the transmission of the mechanical power to the drive shaft (108), the actuation lever (124) rotates to generate axial motion of the actuation bush (122) to retract the plurality of abrasive shoes (114) from the rotor stack (112) disrupting the mechanical interaction between the rotor stack (112) and the rotor output shaft (108).
10. The traction motor (100) as claimed in claim 7, wherein the actuation spring (120) is configured to generate a compressive force, to restore the mechanical interaction between the rotor stack (112) and the rotor output shaft (108), when the actuation lever (124) rotates back to an original position pushing the plurality of abrasive shoes (114) towards the rotor stack (112).
11. The traction motor (100) as claimed in claim 1, wherein the traction motor (100) comprises at least one bearing (126) for mounting of the drive shaft (108) with the casing (110).
12. A transmission system (200) for an electric vehicle, wherein the transmission system (200) comprises a traction motor (100) with a clutch assembly (106) integrated inside a rotor assembly (104) of the traction motor (100).