DESC:POWERTRAIN ASSEMBLY OF ELECTRIC VEHICLE
CROSS-REFERENCE TO RELATED APPLICATIONS
The present application claims priority from Indian Provisional Patent Application No. 202421050772 filed on 02/07/2024, 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 powertrain assembly of 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.
Generally, the electric vehicles (EVs) utilize electric powertrains to propel the vehicle. A typical electric powertrain includes a traction motor that converts electrical energy into mechanical energy, and a transmission unit that transmits the mechanical energy to the wheels of the vehicle. These components are enclosed within a common enclosure that serves to both protect and mechanically support the powertrain components. During operation, the traction motor generates heat, especially under high-performance or sustained load conditions. Effective thermal management of the traction motor is critical, as elevated temperatures can degrade motor efficiency, reduce component life, and adversely affect the overall performance of the powertrain system. The conventional methods for cooling traction motors include air cooling and liquid cooling using external cooling jackets. However, air cooling often proves inadequate under demanding operational scenarios due to the limited heat transfer capacity. On the other hand, cooling jackets, while more effective, add complexity, increase the weight of the powertrain assembly, and typically require additional power to circulate coolant, thereby reducing the overall energy efficiency and driving range of the vehicle.
Therefore, there exists a need for an improved powertrain assembly that overcomes the one or more problems associated with conventional powertrains as set forth above.
SUMMARY
An object of the present disclosure is to provide a powertrain assembly of electric vehicle.
In accordance with an aspect of the present disclosure, there is provided a powertrain assembly of electric vehicle. The powertrain assembly comprises a motor integrated with a transmission unit and a casing assembly. The casing assembly comprises a plurality of hollow section filled with a thermally conductive material.
The present disclosure provides the powertrain assembly of the electric vehicle. The powertrain assembly as disclosed by present disclosure is advantageously providing the integrated and efficient thermal management solution for electric vehicle applications. Beneficially, the powertrain assembly enhances the heat dissipation from the motor and transmission unit during operation. Advantageously, the powertrain assembly minimizes the overall weight and complexity of the system. Furthermore, the powertrain assembly offers the structural integrity and compact integration of the motor and transmission unit. Furthermore, the powertrain assembly ensures the containment and stability of the thermally conductive material without the risk of leakage or contamination. Advantageously, the powertrain assembly allows for ease of assembly and maintenance. Overall, the powertrain assembly improves the thermal performance, structural efficiency, and serviceability of the electric powertrain, contributing to enhanced reliability, reduced energy consumption, and extended range of the electric vehicle.
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 a powertrain assembly of an electric vehicle, in accordance with an aspect of the present disclosure.
Figure 2 illustrates a perspective view of the casing assembly of powertrain assembly, in accordance with an embodiment of the present disclosure.
Figure 3a & 3b illustrates a front view of a first end of the plurality of hollow sections of a casing assembly, in accordance with another 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 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 a powertrain assembly of an electric vehicle 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 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 “powertrain assembly” refers to an integrated system of mechanical and electrical components configured to generate and transmit propulsion power to the wheels of a vehicle. The powertrain assembly typically includes, but is not limited to, a traction motor for converting electrical energy into mechanical energy, a transmission unit for adjusting torque and speed output, and structural components such as a casing or housing that supports, encloses, and thermally manages the internal components. The powertrain assembly may also include various sensors, cooling elements, and mechanical fasteners necessary for operational and structural integration within the vehicle chassis.
As used herein, the terms “electric motor” and “motor” are used interchangeably and refer to an electromechanical device configured to convert electrical energy into mechanical energy, typically in the form of rotational motion. The electric motor may comprise a stator, a rotor, windings, and one or more bearings to facilitate rotation. The electric motor may be powered by alternating current (AC) or direct current (DC), and may include components such as a controller or inverter to regulate power delivery and motor operation. The electric motor may be configured to drive one or more vehicle components, such as a wheel or a transmission input shaft, and may be integrated into a powertrain assembly of an electric vehicle.
As used herein, the terms “transmission unit” and “transmission” 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 “casing assembly” refers to a structural housing configured to enclose, support, and protect the internal components of the powertrain assembly, including but not limited to the motor and transmission unit. The casing assembly comprises one or more structural components such as a hollow radial casing component and a pair of casing walls, which collectively form an enclosure around the powertrain components. The casing assembly may further include integrated thermal management features, such as a plurality of hollow sections filled with thermally conductive material, to facilitate heat dissipation. Additionally, the casing assembly may be configured for modular assembly using fasteners or similar joining mechanisms and may include end covers or sealing elements to prevent ingress of contaminants and ensure thermal containment.
As used herein, the term “plurality of hollow sections” and “hollow sections” are used interchangeably and refer to two or more internal voids, passages, channels, or cavities that are structurally integrated within a component, such as the casing assembly. The hollow sections may be formed during casting, moulding, machining, or fabrication processes and are configured to receive, hold, or be filled with a material such as a thermally conductive medium for performing a specific functional role, including but not limited to heat dissipation, structural reinforcement, or weight reduction. The hollow sections may extend in one or more directions (e.g., axially, radially, or circumferentially) and may be of uniform or varying cross-sectional geometry, spacing, and orientation, depending on the thermal or mechanical requirements of the system.
As used herein, the term “thermally conductive material” refers to any material that is capable of efficiently transferring heat through conduction. Such materials possess a relatively high thermal conductivity, typically greater than 0.5 W/m·K, and are used to facilitate the dissipation or redistribution of heat generated by components of the powertrain assembly. The thermally conductive material may include, but is not limited to, phase change materials (PCMs), thermally conductive gels, thermally conductive pastes, greases, epoxies, resins, or composite materials containing thermally conductive fillers such as graphite, metal particles, boron nitride, aluminum oxide, or carbon-based materials. The thermally conductive material may be electrically insulating or conductive, depending on the design requirements, and may be in solid, semi-solid, or fluid form.
As used herein, the term “hollow radial casing component” and “casing component” are used interchangeably and refer to a structural part of the powertrain casing assembly that extends radially around at least a portion of the motor and/or transmission unit. The hollow radial casing component is configured to provide mechanical support and structural enclosure to the motor in the radial direction. The component includes an integrated plurality of hollow sections or channels that are embedded within its structure and extend along the radial or circumferential direction. The hollow sections are adapted to be filled with a thermally conductive material to facilitate passive heat transfer away from the motor during operation. The hollow radial casing component may be formed as a monolithic structure or assembled from multiple segments, and it may be coupled with axial casing walls to form a complete enclosure around the powertrain components.
As used herein, the term “pair of casing walls” and “casing walls” are used interchangeably and refer to two opposing structural components of the casing assembly that are configured to enclose the motor and/or transmission unit along the axial direction of the powertrain. Each casing wall is positioned on either side of the motor, typically aligned along the longitudinal axis of the motor shaft, and serves to protect internal components, provide axial support, and assist in mechanical integration within the vehicle chassis. The pair of casing walls may be removably secured to the hollow radial casing component or to each other using fastening means such as bolts or screws and may optionally support additional elements such as end covers, sealing gaskets, or cooling features.
As used herein, the term “radial support” refers to a structural configuration or feature designed to withstand and counteract forces acting in a direction perpendicular to the rotational axis of a rotating component, such as a motor shaft. The radial support is provided by the casing component to maintain the alignment and positioning of the motor, resist lateral loads, and reduce deflection or vibration during operation. The radial support helps ensure mechanical stability, efficient power transmission, and prolonged service life of the motor and associated components.
As used herein, the terms “first end” refers to one terminal portion or extremity of a component, structure, or section, which may be spatially or functionally distinguished from a second end.
As used herein, the terms “second end” refers to the terminal portion of each hollow section that is disposed away from the first end, and is configured to be closed or sealed to retain the thermally conductive material within the hollow section.
As used herein, the terms “sealing ring” refers to a generally annular or ring-shaped component configured to provide a fluid-tight or material-retaining seal between two mating surfaces or openings. In the context of the present invention, the sealing ring is disposed at the open end of a hollow section within the casing assembly and is adapted to seal the first end of each hollow section to prevent leakage or ingress/egress of the thermally conductive material. The sealing ring may be made from an elastomeric, polymeric, metallic, or composite material capable of withstanding thermal, mechanical, and environmental stresses during operation of the powertrain assembly.
As used herein, the term “plurality of fasteners” and “fasteners” are used interchangeably and refer to two or more mechanical joining elements configured to secure components of the assembly together. The fasteners may include, but are not limited to, bolts, screws, rivets, clamps, pins, or any other suitable fastening means that provide structural connection between the parts of the powertrain assembly. The fasteners may be removably or permanently attached, and may be arranged at predefined locations to ensure mechanical stability, alignment, and sealing between the mating components such as the hollow radial casing component and the pair of casing walls.
As used herein, the term “end cover” refers to a structural component configured to close or seal an open end of the casing assembly of the powertrain. The end cover is typically mounted on one or both axial ends of the casing assembly and serves to protect internal components such as the motor and transmission unit from external contaminants, moisture, and mechanical damage. Additionally, the end cover may contribute to the mechanical rigidity of the casing assembly and may incorporate features for mounting, sealing, or facilitating access for maintenance. The end cover can be attached using fasteners, gaskets, or sealing rings, depending on the application requirements.
Figure 1, in accordance with an aspect describes a powertrain assembly 100 of electric vehicle. The powertrain assembly 100 comprises a motor 102 integrated with a transmission unit and a casing assembly 104. The casing assembly 104 comprises a plurality of hollow section 106 filled with a thermally conductive material.
In an embodiment, the casing assembly 104 comprises a hollow radial casing component 108 and a pair of casing walls 110. Furthermore, the hollow radial casing component 108 secures the motor 102 and provides radial support to the motor 102. Furthermore, the pair of casing walls 110 are configured to enclose the motor 102 in an axial direction. The hollow radial casing component 108 is configured as a generally cylindrical or annular structure that extends around the circumference of the motor 102. The radial casing component 108 defines the plurality hollow sections 106 that are filled with the thermally conductive material. Furthermore, the pair of casing walls 110 are mounted at opposite axial ends of the hollow radial casing component 108, thereby enclosing the motor 102 in the axial direction. The hollow radial casing component 108 may be designed to provide structural support and secure mounting for the motor 102, while the casing walls 110 function to close the axial sides of the casing and protect internal components from external contaminants such as dust, moisture, and debris. Beneficially, by segmenting the casing assembly 104 into the radial and axial components, the overall structural integrity of the powertrain assembly 100 is enhanced. Moreover, the hollow radial casing component 108 ensures a tight and secure fit around the motor 102 which provides radial support and vibration damping during vehicle operation. Subsequently, the plurality of casing walls 106 are positioned axially which completes the enclosure and contributes to the improved environmental sealing.
In an embodiment, the plurality of hollow sections 106 run through length of the hollow radial casing component 108. The plurality of hollow sections 106 are longitudinally aligned and are embedded within the structure of the hollow radial casing component 108 such that the hollow sections 106 extend from one axial end of the radial casing component 108 to the opposite axial end. The longitudinal arrangement of the hollow sections 106 maximizes the contact surface area between the thermally conductive material filled within the hollow sections 106 and the outer casing structure. Beneficially, the plurality of hollow sections 106 ensures effective and uniform thermal conduction along the length of the motor 102 and the transmission unit. Since the heat generated by the motor 102 is not confined to a single region but distributed along the axial direction, the placement of the hollow sections 106 along the full length of the radial casing component 108 provides a distributed heat dissipation pathway. Beneficially, by running the hollow sections 106 through the entire length of the radial casing component 108, localized hot spots are minimized, and heat is more evenly spread and dissipated across the casing surface. Moreover, the well-structured heat dissipation improves the thermal stability of the motor 102, prevents overheating and extends the operational lifespan of the powertrain components. Additionally, the plurality of hollow sections 106 supports the lightweight and passive cooling design without requiring external cooling circuits, thereby improving the overall energy efficiency and range of the electric vehicle.
Figure 2, describes each of the plurality of hollow sections 106 comprises a first end 112 and a second end 114. The each of the first end 112 is open and each of the second end 114 is closed. The first end 112 and the second end 114 configuration forms a sealed cavity within each hollow section 106, which is adapted to be filled with the thermally conductive material. The open first end 112 allows for the controlled filling of the thermally conductive material into the hollow section 106 during the manufacturing or assembly process. The closed second end 114 ensures that the thermally conductive material is retained within the hollow section 106 without leakage or displacement, even under thermal expansion or vibration conditions experienced during vehicle operation. Beneficially, the configuration of having the closed second end 114 and the open first end 112 simplifies the manufacturing process by allowing precise and directed filling of the thermally conductive material from the single access point. Additionally, the first end 112 and the second end 114 ensures structural containment and stability of the thermally conductive material, thereby preventing the unintended loss or contamination.
Figure 3a and 3b, describes the powertrain assembly 100 comprises a sealing ring 116 configured to seal each of the first end 112 of the plurality of hollow sections 106. The first end 112 of each hollow section 106 is open to facilitate the filling of the thermally conductive material during assembly or manufacturing. Once the hollow sections 106 are filled, the sealing ring 116 is mounted over the open ends to securely enclose the thermally conductive material within the hollow sections 106. Preferably, the sealing ring 116 is a solid metal ring, which provides robust structural sealing and resists deformation under operational stresses such as thermal expansion, mechanical vibrations and environmental exposure. Beneficially, the sealing ring 116 lies in the durability, sealing integrity, and thermal compatibility with the surrounding metal casing. Unlike soft or polymer-based seals, the solid metal sealing ring 116 ensures minimal thermal mismatch, thereby maintaining a stable seal across a wide range of operating temperatures. Moreover, the sealing ring minimizes the risk of leakage of the thermally conductive material and prevents ingress of moisture or contaminants into the hollow sections 106 which ensures the long-term thermal performance and reliability of the powertrain assembly 100. Additionally, the sealing ring 116 contributes to the modularity and serviceability of the powertrain assembly 100, as the sealing ring 116 allows easy access for inspection or replacement of the thermal material if required, without damaging the casing assembly 104.
In an embodiment, the thermally conductive material is a phase change material (PCM), a thermally conductive gel, or a thermally conductive epoxy resin. The PCM within the hollow sections 106 functions by absorbing latent heat during phase transition (typically solid to liquid), thereby maintaining the internal temperature of the casing assembly 104 within optimal operational limits. The buffering effect by PCM reduces thermal spikes and contributes to maintaining the efficiency of the motor 102. Alternatively, the thermally conductive gel may be used to ensure continuous contact with the pair of casing walls 110 of the hollow sections 106, enables the uniform heat conduction. The flexibility of thermally conductive gel may also allow for vibration dampening and accommodation of thermal expansion. In yet another variant, the thermally conductive epoxy resin may be used, which cures into a solid form within the hollow sections 106 and provides a permanent, stable thermal pathway between the casing assembly 104 and the surrounding environment.
In a preferred embodiment, the plurality of hollow sections 106 provided within the casing assembly 104 are filled with the phase change material (PCM) to facilitate efficient thermal management of the motor 102 and the transmission unit. The PCM is selected to have a phase transition temperature that corresponds to the optimal operating temperature range of the motor 102, typically in the range of 50°C to 80°C. During operation, when the motor 102 begins to generate heat, the PCM absorbs the heat and undergoes a solid-to-liquid phase change, effectively buffering the rise in temperature. The thermal absorption delays the onset of temperature spikes and reduces the thermal stress on the motor components. Beneficially, the use of PCM in the powertrain assembly 100 offers a highly efficient, self-regulating cooling mechanism that ensures thermal stability of the motor 102 and transmission unit during dynamic driving conditions. The latent heat storage capability of the PCM enhances the thermal buffering capacity of the powertrain assembly 100, thereby enables the short bursts of high-performance operation without overheating. Additionally, the thermal management solution is lightweight, silent, energy-efficient, and maintenance-free, making the PCM particularly advantageous for electric vehicle applications where range, reliability, and energy optimization are critical.
In an embodiment, the hollow radial casing component 108 and the pair of casing walls 110 are assembled together via a plurality of fasteners 118. The plurality of fasteners 118 may include bolts, screws, or similar mechanical joining elements that enable a secure and detachable connection between the casing walls 110 and the radial casing component 108. The use of fasteners 118 allows the casing assembly 104 to be modular and serviceable which enables the ease of disassembly for maintenance, inspection, or replacement of internal components such as the motor 102 or transmission unit. The mechanical joining approach also ensures structural rigidity and alignment accuracy between the casing components, which is essential for maintaining proper positioning and support of the rotating elements inside the motor 102. Beneficially, the use of plurality of fasteners 118 provides a robust yet serviceable housing for the powertrain assembly 100.
In an embodiment, the powertrain assembly 100 comprises an end cover 120 configured to enclose at least one wall of the pair of casing walls 110. The end cover 120 is positioned at the axial end of the casing assembly 104 and is secured to at least one of the casing wall using the plurality of fasteners 118 or other attachment means. The end cover 120 may be designed to close the axial opening of the casing assembly 104, thereby forming a sealed enclosure around the motor 102 and the transmission unit. The end cover 120 may also include integrated features such as sealing grooves, mounting flanges, or alignment structures to ensure precise fitment and sealing integrity. Beneficially, the end cover 120 protects the internal components of the powertrain assembly 100 from exposure to environmental contaminants such as dust, water, and debris, thereby enhancing the durability and operational reliability of the powertrain. Secondly, the end cover 120 contributes to the structural rigidity of the casing assembly 104 by bracing the axial ends and preventing deflection or misalignment during operation or under mechanical load. Additionally, the end cover 120 supports improved thermal insulation and may optionally serve as a mounting surface for additional components such as sensors, connectors, or harnesses.
The present disclosure provides the powertrain assembly 100 of the electric vehicle. The powertrain assembly 100 as disclosed by present disclosure offers the technical advantages that significantly enhance the performance, thermal management, and structural efficiency of electric vehicles. Beneficially, the integration of the motor 102 with the transmission unit within the casing assembly 104 provides the passive and highly efficient heat dissipation mechanism. Unlike conventional air or liquid cooling systems, this approach does not require auxiliary power, pumps, or additional cooling infrastructure, thereby reducing the overall weight and improving energy efficiency of the powertrain assembly 100. The thermally conductive material such as the phase change material (PCM), gel, or epoxy absorbs and dissipates heat effectively, thereby preventing the overheating of the motor 102 during high-load operations. Structurally, the casing assembly 104 comprising the hollow radial casing component 108 and the pair of casing walls 110 ensures both radial and axial support to the motor 102, thereby improves the mechanical stability and durability. Advantageously, the design of the hollow sections 106 running longitudinally through the radial casing component 108 optimizes the surface area for heat transfer while minimizing material usage. Furthermore, the use of first ends 112 and the second ends 114 in each hollow section with only one end open and the other close ensures the secure containment of the thermally conductive material. Advantageously, the sealing ring 116 provides reliable sealing of the open ends, thereby prevents the material leakage and ingress of contaminants. Furthermore, the modular construction of the casing assembly 104 with components assembled using fasteners 118, facilitates the ease of manufacturing, assembly, and maintenance. Additionally, the end cover 120 enclosing plurality of casing walls 110 protects the internal components and enhances the sealing of the enclosure, thereby improving ingress protection. Overall, the powertrain assembly 100 improves thermal performance and structural robustness of the powertrain. Also, the powertrain assembly 100 supports the higher operational reliability and extended service life, all while contributing to increased range and efficiency of electric vehicles.
In an embodiment, the powertrain assembly 100 comprises the motor 102 integrated with the transmission unit and the casing assembly 104. The casing assembly 104 comprises the plurality of hollow section 106 filled with the thermally conductive material. Furthermore, the casing assembly 104 comprises the hollow radial casing component 108 and the pair of casing walls 110. Furthermore, the hollow radial casing component 108 secures the motor 102 and provides radial support to the motor 102. Furthermore, the pair of casing walls 110 are configured to enclose the motor 102 in the axial direction. Furthermore, the plurality of hollow sections 106 run through length of the hollow radial casing component 108. Furthermore, each of the plurality of hollow sections 106 comprises the first end 112 and the second end 114. Furthermore, the powertrain assembly 100 comprises the sealing ring 116 configured to seal each of the first end 112 of the plurality of hollow sections 106. Furthermore, the thermally conductive material is the phase change material (PCM), the thermally conductive gel, or the thermally conductive epoxy resin. Furthermore, the hollow radial casing component 108 and the pair of casing walls 110 are assembled together via the plurality of fasteners 118. Furthermore, the powertrain assembly 100 comprises the end cover 120 configured to enclose the at least one wall of the pair of casing walls 110.
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 powertrain assembly (100) of electric vehicle, wherein the powertrain assembly (100) comprises:
- a motor (102) integrated with a transmission unit; and
- a casing assembly (104), wherein the casing assembly (104) comprises a plurality of hollow section (106) filled with a thermally conductive material.
2. The powertrain assembly (100) as claimed in claim 1, wherein the casing assembly (104) comprises a hollow radial casing component (108) and a pair of casing walls (110).
3. The powertrain assembly (100) as claimed in claim 2, wherein the hollow radial casing component (108) secures the motor (102) and provides radial support to the motor (102).
4. The powertrain assembly (100) as claimed in claim 2, wherein the pair of casing walls (110) are configured to enclose the motor (102) in an axial direction.
5. The powertrain assembly (100) as claimed in claim 1, wherein the plurality of hollow sections (106) run through length of the hollow radial casing component (108).
6. The powertrain assembly (100) as claimed in claim 1, wherein each of the plurality of hollow sections (106) comprises a first end (112) and a second end (114), wherein each of the first end (112) is open and each of the second end (114) is closed.
7. The powertrain assembly (100) as claimed in claim 6, wherein the powertrain assembly (100) comprises a sealing ring (116) configured to seal each of the first end (112) of the plurality of hollow sections (106).
8. The powertrain assembly (100) as claimed in claim 1, wherein the thermally conductive material is a phase change material (PCM), a thermally conductive gel, or a thermally conductive epoxy resin.
9. The powertrain assembly (100) as claimed in claim 2, wherein the hollow radial casing component (108) and the pair of casing walls (110) are assembled together via a plurality of fasteners (118).
10. The powertrain assembly (100) as claimed in claim 1, wherein the powertrain assembly (100) comprises an end cover (120) configured to enclose at least one wall of the pair of casing walls (110).