DESC:MOTOR-DRIVE FOR ELECTRIC VEHICLES
CROSS REFERENCE TO RELATED APPLICTIONS
The present application claims priority from Indian Provisional Patent Application No. 202421048151 filed on 24/06/2024, the entirety of which is incorporated herein by a reference.
TECHNICAL FIELD
Generally, the present disclosure relates to an electric vehicle. Particularly, the present disclosure relates to a motor-drive for an electric vehicle.
BACKGROUND
Recently, traction motors were increasingly being used due to adoption of electric vehicles. The high-power permanent magnet motors are widely applied to hybrid vehicles and new energy electric vehicles due to the characteristics of high torque, high power density, wide speed expansion range and the like. There has been a recent push to develop hybrid and fully electric consumer passenger vehicles. The growing availability of charging networks, along with declining battery costs, further accelerates the adoption of EVs, positioning as the future of sustainable transportation.
Generally, in an electric vehicle, the power is transmitted from an electric motor to a wheel of the electric vehicle by converting electrical energy into mechanical energy. The converted mechanical energy is transferred to the wheel via coupling provided between a motor shaft and a gearbox input shaft. Typically, while transmitting power from the motor shaft to the gearbox input shaft, a critical failure often occurs at the coupling. Moreover, the coupling experiences high stress due to rotational forces occurs on the coupling, which may lead to wear or failure over time if not properly designed or aligned. Furthermore, there are several traditional methods are employed to couple the motor shafts to the gearboxes in the electric vehicles (EVs). The coupling methods comprises a rigid coupling, a keyed coupling, a friction coupling and a spline coupling. The rigid coupling involves direct mechanical connection of the motor shaft to the gearbox input shaft, ensuring that both the shafts rotate together without any relative motion. However, the rigid couplings unable to accommodate angular or axial differences between the motor shafts and the gearbox input shafts which potentially leads to damage the coupling. Also, even minor misalignments in the coupling leads to stress on the shaft, causing premature wear or failure of the system. Moreover, the vibrations generated by the motor are directly transmitted to the gearbox through rigid couplings which potentially causing noise and wear. Furthermore, the keyed coupling is another type of coupling which incorporates the use of a key inserted into a keyway which is machined on both the motor shaft and the gearbox input shaft, locking together to transmit torque. However, the coupling methods having certain limitations includes the points of stress concentration on the motor shaft and gearbox input shaft, which may lead to fatigue and failure, especially under high torque loads. Also, the keyway coupling is having limited durability and requires frequent maintenance. Furthermore, one of the commonly used coupling methods is the friction-based coupling which comprises clutches. The friction-based couplings rely on the friction generated between mating surfaces to transfer torque from the motor shaft to the gearbox input shafts. However, the reliance on friction-based coupling introduces the risk of slippage, particularly under high torque loads and leading to inefficiency in torque transmission. Furthermore, a spline coupling is one of the used mechanical couplings for two shafts i.e., the motor shaft and gearbox input shaft, which interlocks a teeth or grooves (splines) to transfer torque and rotational motion. The spline coupling allows the precise alignment and efficient torque transmission while accommodating minor axial and angular misalignments. However, the spline couplings require precise machining and alignment, making manufacturing and installation for the spline couplings more complex. Moreover, the spline coupling may manage minor misalignments but are sensitive to excessive misalignment, which may lead to wear or failure. Additionally, the high torque capacity and durability of the spline coupling comes with increased costs compared to simpler coupling methods.
Therefore, there is a need to provide a robust solution for a motor-drive that overcomes the one or more problems associated as set forth above.
SUMMARY
An object of the present disclosure is to provide a motor-drive for an electric vehicle.
In accordance with an aspect of present disclosure there is provided a motor-drive for an electric vehicle. The motor-drive comprises a common rotor shaft for integrating a motor and a gearbox, a rotor comprising at least one endplate and a rotor core. The rotor core comprises at least one slot on an inner diameter configured to lock the at least one endplate.
The present disclosure provides the motor-drive of the electric vehicle. The motor-drive as disclosed by present disclosure is advantageous in terms of providing a unified rotor shaft for integrating both the motor and gearbox into the electric vehicle. Beneficially, the motor-drive eliminates the need for separate coupling mechanisms, thereby reducing space requirements, weight, and potential points of failure. Furthermore, the motor-drive significantly results in higher efficiency, reduced transmission losses, and a more compact powertrain architecture, which is highly desirable for electric vehicle applications where space and weight are critical factors. Beneficially, the motor-drive allows direct engagement with the gearbox which simplifies the assembly and improves the torque transmission. Furthermore, the motor-drive ensures the secure axial positioning and enhance the rotor rigidity. Additionally, the motor-drive further contributes by applying axial compressive force, thus preventing unwanted axial movement of the rotor core during high-speed operation, which is critical for maintaining alignment and minimizing wear. Beneficially, the motor-drive facilitates precise dynamic balancing of the rotor which helps to reduce vibrations and extend the operational lifespan of the motor-drive system.
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 1a illustrates a perspective view of motor-drive for an electric motor, in accordance with an embodiment of the present disclosure.
Figure 1b illustrates a top view of a rotor core of an electric motor, 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 motor-drive 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.
As used herein, 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 term “motor-drive” refers to a mechanical and/or electromechanical assembly configured to convert electrical energy into mechanical energy for propulsion or actuation purposes. The motor drive typically comprises one or more of the following functional components an electric motor, a rotor and stator assembly, a rotor shaft, associated bearings and supports, a gear reduction system (gearbox), and control or feedback mechanisms such as encoders or sensors. The motor drive is configured to receive electrical input (e.g., from a battery pack or inverter), generate rotational motion via the rotor, and transmit the resultant torque to a drivetrain or load component through an integrated or coupled transmission mechanism.
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 “common rotor shaft”, “rotor shaft” and “common shaft” are used interchangeably and refer to a power output mechanism of the motor, which transmits mechanical power to a load. The rotor shaft configured to act as an input shaft of a gearbox of the electric vehicle. The rotor shaft may be composed of various materials, including but not limited to steel, aluminium, or composite materials. The rotor shaft may incorporate design features to prevent misalignment during operation.
As used herein, the terms “electric motor” and “motor” are used interchangeably and refer to electric motors capable of being implemented in an industrial and automobile application for high torque operations. In general, the electric motor converts electrical energy into mechanical energy through the interaction of magnetic fields, typically involving a rotor and stator assembly. The electric motor may operate on various principles, including but not limited to induction, synchronous, or direct current (DC) mechanisms.
As used herein, the term “gearbox” refers to a mechanical assembly comprising a set of gears arranged to transmit rotational power from an input shaft to an output shaft, wherein the gears are configured to modify torque, speed, or direction of rotation. The gearbox may include, but is not limited to, spur gears, helical gears, planetary gear sets, or other gear configurations, and may further comprise associated components such as shafts, bearings, housings, and lubrication systems. The gearbox may be integrated with or operatively coupled to a motor or drive system to facilitate controlled power delivery to a load, such as wheels or drivetrain components in a vehicle.
As used herein, the terms “rotor” refers to the rotating part of the motor which converts electrical energy supplied to the stator into mechanical energy. The rotor assembly may contain permanent magnets and reluctance core that generate the magnetic field used to drive the rotor. The rotor assembly may generate magnetic torque, reluctance torque or a combination thereof.
As used herein, the terms “at least one end plates” and “end plate” are used interchangeably and refer to disc like components of the rotor assembly that are placed on the ends of the rotor core to secure the plurality of the magnets inside the hollow cavities of the rotor core.
As used herein, the terms “rotor core”, “rotor stack” and “stack” are used interchangeably and refers to the assembly of multiple laminated sheets or segments that collectively form the core structure of the rotor in an electric motor. The primary function of rotor core is to support the rotor magnets or windings and provide a path for magnetic flux to interact with the stator. Moreover, the rotor core facilitating the conversion of electrical energy into mechanical motion.
As used herein, the term “at least one slot” and “slot” refers to one or more recessed or open-ended features formed in the specified component (e.g., on the inner diameter of the rotor core), which are configured to receive, engage, align, or secure another component (such as an endplate or key). The slot(s) may be of any suitable shape, dimension, or orientation depending on the intended mechanical function, such as locking, keying, or positioning.
As used herein, the term “first end” refers to one terminal portion of a component, such as a shaft, as distinguished from a second end or another portion of the same component.
As used herein, the term "second end" refers to one of the two terminal portions of the common rotor shaft, opposite to the first end. The second end is typically positioned on the side of the motor opposite the gearbox engagement and is configured to support additional components such as a bearing, spinner fixture, or encoder target.
As used herein, the term “plurality of teeth” and “teeth” are used interchangeably and refer to the teeth on the rotor shaft that allows for the transmission of torque between the rotor and gearbox. Furthermore, the rotor shaft act as an input shaft of a gearbox of the electric vehicle. Moreover, the teeth ensure a secure and precise fit, thereby minimizing slippage during operation.
As used herein, the term “primary drive gear” refers to the gear component that is directly coupled to the output of the motor, such as the rotor shaft, and serves as the initial point of torque transmission into the gearbox. It is configured to receive rotational input from the motor and transmit the torque to subsequent gear stages within the gearbox for propulsion or mechanical output. The primary drive gear is typically mounted on or engaged with the first end of the rotor shaft and may include internal or external teeth configured for meshing with corresponding gears in the gearbox.
As used herein, the term “bearing” refers to a mechanical component in electric motor that is mounted on the rotor shaft to provide support, reduce friction, and facilitate smooth rotational movement of the rotor within the motor casing.
As used herein, the term “casing” refers to the external protective enclosure that houses and supports the internal components of the motor, including the stator, rotor, and other critical elements. The casing is typically made from durable materials such as metal or high-strength polymers. The casing protects the internal components from environmental factors, provides structural integrity to the motor assembly, and aids in dissipating heat generated during operation.
As used herein, the term “fixture” refers to a mounting provision or integrated structural element configured to accommodate, support, or retain a corresponding component in a defined position for functional or structural purposes.
As used herein, the term “spinner” refers to a mechanical component mounted on the rotor shaft, typically at one end, which is configured to rotate with the shaft and serves one or more auxiliary functions such as aiding in the assembly of the rotor, acting as a reference for balancing, providing rotational feedback, or supporting attachment of sensing elements (e.g., encoder targets or tachometers). The spinner may also serve aerodynamic, thermal, or protective roles depending on the design of the motor-drive system.
As used herein, the term “tapping” refers to a machined or formed internal thread within a hole on a component, configured to receive a fastener, threaded shaft, or mating part
As used herein, the term “encoder target fixing” refers to a mechanical feature, such as a hole, slot, groove, tapping, or mounting surface, provided on a component (e.g., rotor shaft) and configured to facilitate the secure installation and positional stability of an encoder target element. The encoder target may include a magnetic, optical, or mechanical element that interacts with an encoder sensor to enable the measurement of rotational parameters such as angular position, speed, or direction of the shaft during operation.
As used herein, the term “at least one spacer spring” and “spacer spring” are used interchangeably and refer to a component of the rotor assembly that is designed to apply consistent axial force on the rotor stack, ensuring that the stack remains properly aligned and under the desired preload. Furthermore, the spacer spring compress or expand slightly, exerting force along the axis of the rotor assembly.
As used herein, the term “at least one key-notch” and “key-notch” are used interchangeably and refer to a recess, slot, or groove formed on a surface typically an inner or outer diameter of a component, such as a rotor core. The key-notch is configured to receive a corresponding key, projection, or tab of a mating component, thereby enabling rotational locking, axial alignment, or securing of the two components relative to each other.
Figure 1a & 1b, in accordance with an embodiment describes a motor-drive 100 for an electric vehicle. The motor-drive 100 comprises a common rotor shaft 102 for integrating a motor and a gearbox, a rotor 104 comprising at least one endplate 106 and a rotor core 108. The rotor core 108 comprises at least one slot 110 on an inner diameter configured to lock the at least one endplate 106.
The present disclosure provides the motor-drive 100 for the electric vehicle. The motor-drive 100 as disclosed by present disclosure is advantageous in terms of providing the common rotor shaft 102 for integrating both the electric motor and gearbox into an electric vehicle. Beneficially, by utilizing the common rotor shaft 102 that supports both the motor and gearbox, the motor-drive 100 enables the direct mechanical integration, which significantly reduces the axial footprint of the drivetrain system, thereby enhances the compactness and packaging efficiency. Furthermore, the integration of the gearbox and the motor minimizes the need for additional coupling components, thereby results in reduced mechanical losses, enhanced torque transfer efficiency and improved dynamic alignment between the motor and gearbox. Beneficially, the rotor 104 is reinforced with the endplates 106 that are locked into position using slots 110 on the inner diameter of the rotor core 108. Moreover, the structural arrangement improves the rotational stability of the rotor during high-speed operation and allows precise rotor mass balancing by selectively adding positive or negative masses to the endplates 106, thereby reducing vibration and improving durability. Moreover, the inclusion of spacer springs 122 that apply a compressive force on the endplates 106 effectively restricts axial displacement of the rotor core 108 which enhances the axial stiffness and ensures the consistent magnetic alignment with the stator under varying load and thermal expansion conditions. Additionally, the first end 112 of the common rotor shaft 102 features the teeth 116 that directly engage with the primary drive gear, allows for robust torque transmission with minimal backlash. The second end 114 of the shaft is designed with a fixture 118 to accommodate a spinner, and a tapping 120 for encoder target fixing, thereby facilitates the precise speed and position sensing for motor control algorithms. In addition, the presence of key-notches 124 in the rotor core 108 provides secure alignment for assembly and serviceability, while enabling a torque-locking mechanism between the shaft and rotor.
In an embodiment, the common rotor shaft 102 comprises a first end 112 and a second end 114. Furthermore, the common rotor shaft 102 comprises a plurality of teeth 116 at the first end 112 of the common rotor shaft 102. Furthermore, the first end 112 of the common motor shaft 102 is engaged with a primary drive gear of the gearbox via the plurality of teeth 116. At the first end 112 of the common rotor shaft 102, the plurality of teeth 116 are formed integrally on the shaft surface. The teeth 116 are configured to mesh with the primary drive gear of the gearbox, thereby enables the direct torque transmission from the rotor shaft 102 to the gearbox without the need for intermediate coupling components. The toothed engagement ensures a secure mechanical connection and enhances the power transmission efficiency, while also contributing to the compactness and alignment accuracy of the overall drive system. The arrangement of the teeth 116 at the first end 112 also facilitates the high torque capability and precise rotational synchronization between the motor output and gearbox input, which is critical for efficient propulsion in electric vehicles.
In an embodiment, the second end 114 of the common rotor shaft 102 is fixed with a bearing on a casing of the motor. The configuration facilitates rotational support and alignment of the common rotor shaft 102 within the motor housing. The bearing provides a low-friction interface between the rotating shaft and the stationary casing, enabling smooth and stable rotation of the rotor 104 during motor operation. Additionally, fixing the common shaft 102 with the bearing at the second end 114 ensures the precise radial positioning and contributes to the overall mechanical stability and vibration reduction of the motor-drive assembly 100, particularly under dynamic operating conditions. Beneficially, the motor-drive 100 also enhances the lifetime and reliability of the motor by minimizing wear on rotating components and maintaining consistent axial and radial clearances.
In an embodiment, the common rotor shaft 102 comprises a fixture 118 for mounting a spinner on the second end 114 of the common rotor shaft 102. The common rotor shaft 102 includes the fixture 118 positioned at the second end 114 of the common rotor shaft 102. The fixture 118 may be configured to enable the mounting of the spinner, which may serve various purposes such as enhancing rotor balance, aiding in thermal dissipation, or providing aerodynamic benefits within the motor casing. The fixture 118 may be implemented as a threaded region, a groove, a protrusion, or any mechanical interface suitable for securely retaining the spinner on the second end 114 of the rotor shaft 102. The configuration ensures stable and aligned spinner attachment during rotation, without compromising the structural or functional integrity of the motor-drive assembly.
In an embodiment, the common shaft 102 comprises a tapping 120 configured for encoder target fixing. The tapping 120 may be positioned on the common rotor shaft 102 to enable secure and precise attachment of an encoder target, which may be used for detecting the rotational position and/or speed of the rotor 104. The location and design of the tapping 120 ensure the stable mounting of the encoder target without interfering with the mechanical integration of the motor and gearbox. The arrangement allows accurate feedback to the motor controller, thereby facilitating precise control of motor operation, enhancing dynamic response, and improving overall drivetrain efficiency.
In an embodiment, the plurality of teeth 116 and the tapping 120 are located at opposite ends of the common shaft 102. The plurality of teeth 116 is formed at the first end 112 of the common shaft 102 to facilitate engagement with the primary drive gear of a gearbox, thereby enabling efficient torque transmission from the motor to the drivetrain. The tapping 120 may be located at the second end 114 of the common shaft 102 and may be configured to accommodate the mounting of the encoder target. The spatial arrangement of the teeth 116 and the tapping 120 on the opposite ends ensures mechanical isolation between the torque transmission interface and the sensing mechanism, thereby minimizes the transmission of mechanical noise or vibrations to the encoder target. Beneficially, the configuration enhances the precision and reliability of rotor position and speed detection, while maintaining structural balance and functional integration within the compact motor-drive assembly.
In an embodiment, the at least one endplate 106 is configured to accommodate positive and/or negative mass for the balancing of the rotor 104. The incorporation of such mass allows fine-tuning of the rotor’s dynamic balance during assembly or operational calibration. Specifically, the positive and/or negative mass may be added or removed at designated regions on the endplate 106 to correct any imbalance in the rotor 104, thereby minimizing vibration during high-speed rotation. The arrangement ensures smoother operation, reduces mechanical wear, and enhances the overall durability and efficiency of the motor-drive system 100.
In an embodiment, the rotor 104 comprises at least one spacer spring 122 configured to exert a compressive force on the at least one end plate 106 to restrict the movement of the rotor core 108 in the axial direction on the common rotor shaft 102. The spacer spring 122 may be positioned such that the spacer spring 122 applies an axial preload on the end plate 106, which in turn restricts the axial movement of the rotor core 108 along the common rotor shaft 102. The spacer spring 122 ensures that the rotor core 108 remains axially constrained during high-speed operation, thermal expansion or transient torque conditions, thereby maintaining the magnetic alignment between the rotor 108 and stator. Beneficially, the use of the spacer spring 122 enhances the rotational stability, reduces the possibility of axial play or misalignment, and improves the durability and dynamic performance of the motor-drive assembly.
In an embodiment, the rotor core 108 comprises at least one key-notch 124 on the inner diameter. The key-notch 124 may be configured to engage with a corresponding key feature provided on the outer surface of the common rotor shaft 102. The engagement facilitates positive locking of the rotor core 108 with the common rotor shaft 102, thereby preventing relative rotational movement between the rotor core 108 and the common shaft 102 during motor operation. The inclusion of the key-notch 124 enhances the mechanical integrity of the rotor assembly by enabling secure torque transmission from the rotor core 108 to the shaft 102, which is critical for maintaining synchronization and minimizing slippage under varying load conditions. Additionally, the key-notch 124 aids in accurate positioning of the rotor core 108 during assembly and ensures repeatable alignment, contributing to overall manufacturing consistency and performance stability of the motor-drive 100.
In an embodiment, the motor-drive 100 comprises the common rotor shaft 102 for integrating the motor and the gearbox, the rotor 104 comprising the at least one endplate 106 and the rotor core 108. The rotor core 108 comprises the at least one slot 110 on the inner diameter configured to lock the at least one endplate 106. Furthermore, the common rotor shaft 102 comprises a first end 112 and a second end 114. Furthermore, the common rotor shaft 102 comprises the plurality of teeth 116 at the first end 112 of the common rotor shaft 102. Furthermore, the first end 112 of the common motor shaft 102 is engaged with the primary drive gear of the gearbox via the plurality of teeth 116. Furthermore, the second end 114 of the common rotor shaft 102 is fixed with the bearing on the casing of the motor. Furthermore, the common rotor shaft 102 comprises the fixture 118 for mounting the spinner on the second end 114 of the common rotor shaft 102. Furthermore, the common shaft 102 comprises the tapping 120 configured for encoder target fixing. Furthermore, the plurality of teeth 116 and the tapping 120 are located at opposite ends of the common shaft 102. Furthermore, the at least one endplate 106 is configured to accommodate positive and/or negative mass for the balancing of the rotor 104. Furthermore, the rotor 104 comprises the at least one spacer spring 122 configured to exert the compressive force on the at least one end plate 106 to restrict the movement of the rotor core 108 in the axial direction on the common rotor shaft 102. Furthermore, the rotor core 108 comprises the at least one key-notch 124 on the inner diameter.
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 motor-drive (100) for an electric vehicle, wherein the motor-drive (100) comprises:
- a common rotor shaft (102) for integrating a motor and a gearbox;
- a rotor (104) comprising at least one endplate (106); and
- a rotor core (108), wherein the rotor core (108) comprises at least one slot (110) on an inner diameter configured to lock the at least one endplate (106).
2. The motor-drive (100) as claimed in claim 1, wherein the common rotor shaft (102) comprises a first end (112) and a second end (114).
3. The motor-drive (100) as claimed in claim 1, wherein the common rotor shaft (102) comprises a plurality of teeth (116) at the first end (112) of the common rotor shaft (102).
4. The motor-drive (100) as claimed in claim 2, wherein the first end (112) of the common motor shaft (102) is engaged with a primary drive gear of the gearbox via the plurality of teeth (116).
5. The motor-drive (100) as claimed in claim 2, wherein the second end (114) of the common rotor shaft (102) is fixed with a bearing on a casing of the motor.
6. The motor-drive (100) as claimed in claim 1, wherein the common rotor shaft (102) comprises a fixture (118) for mounting a spinner on the second end (114) of the common rotor shaft (102).
7. The motor-drive (100) as claimed in claim 1, wherein the common shaft (102) comprises a tapping (120) configured for encoder target fixing.
8. The motor-drive (100) as claimed in claim 3, wherein the plurality of teeth (116) and the tapping (120) are located at opposite ends of the common shaft (102).
9. The motor-drive (100) as claimed in claim 1, wherein the at least one endplate (106) is configured to accommodate positive and/or negative mass for the balancing of the rotor (104).
10. The motor-drive (100) as claimed in claim 1, wherein the rotor (104) comprises at least one spacer spring (122) configured to exert a compressive force on the at least one end plate (106) to restrict the movement of the rotor core (108) in the axial direction on the common rotor shaft (102).
11. The motor-drive (100) as claimed in claim 1, wherein the rotor core (108) comprises at least one key-notch (124) on the inner diameter.