DESC:INTEGRATED POWERTRAIN UNIT
CROSS REFERENCE TO RELATED APPLICATIONS
The present application claims priority from Indian Provisional Patent Application No. 202421104579 filed on 30/12/2024, 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 an integrated powertrain unit for an electric vehicle.
BACKGROUND
The electric vehicle(s) (EVs) are currently experiencing a growing demand due to lack of fossil fuels and due to carbon dioxide emissions from exhaust in conventional internal engine vehicles. The electric vehicles purely utilize an electric driving motor which runs on electric energy stored in the battery to power an electric vehicle.
The motor is supplied with power from the battery pack to produce a motive force which is further transferred to the driving wheels of the vehicle. The electric motors are capable of producing instant torque output and hence provide high acceleration to the vehicle. However, due to instantaneous high-power output, the battery efficiency of the vehicle is reduced. In other words, the electric power stored in the battery pack of the electric vehicle is not efficiently delivered to the wheels of the electric vehicle. To efficiently drive the wheels of the vehicle, transmission systems have been introduced to the electric vehicles. The transmission system mechanically optimizes the power being delivered to the wheels of the electric vehicle, leading to better range of the vehicle and enhanced control over the power of the vehicle. However, introduction of transmission system to the electric vehicle poses multiple challenges. The electric motor and transmission require considerable space, hence, mounting the same in given limited space is a challenge. Generally, the motor and the transmission system are integrated in a coaxial manner along with their housings. The motor shaft extending from the motor housing is joined with an input shaft of the transmission system extending from the transmission casing. Such integration of the transmission system with the motor lead to increased mechanical losses in the system resulting in lower range of the electric vehicle. Moreover, such arrangement of the motor and the transmission system led to additional weight in the electric vehicle which impacts overall range of the vehicle. Furthermore, such arrangement of the motor and the transmission system comprise larger number of moving parts which might fail leading to failure of the powertrain system. Furthermore, such arrangement of the motor and the transmission system require additional bearings and seals which reduces the robustness of the powertrain system.
Thus, there exists a need for an improved powertrain unit design that overcomes one or more problems associated as set forth above.
SUMMARY
An object of the present disclosure is to provide an integrated powertrain unit for an electric vehicle.
In accordance with an aspect of the present disclosure, there is provided an integrated powertrain unit for an electric vehicle. The power train unit comprises a powertrain casing comprising a motor slot, a cooling jacket and a Non-Driving End (NDE) cover. The motor slot, the cooling jacket and the NDE cover are integrated to form an enclosed structure.
The present disclosure provides the integrated powertrain unit for the electric vehicle. The integrated powertrain unit as disclosed in present disclosure is advantageous in terms of enhancing the overall efficiency and reliability of the electric vehicle. Beneficially, the integrated powertrain unit minimizes the number of separate housings and interfaces, thereby reducing assembly complexity, weight, and potential leakage points. Further, the integrated powertrain unit ensures a robust and fluid-tight connection between components, improving mechanical integrity and durability under dynamic operating conditions. Furthermore, the integrated powertrain unit facilitates efficient coolant circulation, leading to superior thermal management of the motor and extended component lifespan. Moreover, the integrated powertrain unit inherently provides electromagnetic shielding, thereby reduces electromagnetic interference (EMI) and enhances the reliability of nearby electronic systems. Overall, the integrated powertrain unit design contributes to a compact, lightweight, and thermally efficient powertrain architecture suitable for modern electric vehicles.
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. 1a and 1b illustrates a perspective view of a first end and a second end of an integrated powertrain unit for an electric vehicle, in accordance with embodiments 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 an integrated powertrain unit 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 disclosure.
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.
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 terms “integrated powertrain unit” and “powertrain unit” are used interchangeably and refer to a structural assembly in which multiple functional components of a vehicle’s powertrain such as the motor housing, cooling system, and end covers are combined into a single, unified module. In the context of an electric vehicle, the integrated powertrain unit typically includes a powertrain casing, a cooling jacket for thermal management, and end covers such as a Non-Driving End (NDE) cover, all arranged to form an enclosed and fluid-tight structure. The integration ensures improved structural rigidity, thermal efficiency, space utilization, and ease of assembly, while also enhancing mechanical strength and electromagnetic compatibility within the vehicle system.
As used herein, the terms “powertrain casing” and “casing” are used interchangeably and refer to a structural housing configured to enclose and support one or more components of a vehicle powertrain assembly. The powertrain casing provides mechanical protection, alignment, and structural rigidity to internal elements such as the electric motor, transmission components, cooling jacket, and associated mounts or bearings. Further, the powertrain casing serves as an interface for mounting auxiliary systems including covers, cooling passages, or sealing members. The powertrain casing may be formed as a single-piece or multi-piece structure using materials such as aluminum alloys, magnesium alloys, or composites, and may incorporate features such as slots, cavities, or flanges to facilitate assembly, cooling, and integration with other vehicle systems.
As used herein, the term “motor slot” refers to a cavity or a housing portion formed within a powertrain casing and configured to receive and support a motor assembly or the associated components. The motor slot defines an internal space that accommodates the motor stator, rotor, and related cooling elements, and may be dimensioned to provide a precise fit, such as a press-fit or clearance-fit, with adjacent structures like a cooling jacket. The motor slot may include defined ends or interfaces to facilitate mounting, alignment, sealing, or integration with other components of the powertrain unit, thereby contributing to the overall structural integrity and thermal performance of the system.
As used herein, the term “cooling jacket” refers to a hollow or fluid-carrying structure formed around or adjacent to a heat-generating component, such as an electric motor or power electronics, and is configured to allow the circulation of a cooling medium (for example, liquid coolant or air) through one or more flow passages. The cooling jacket is adapted to absorb and dissipate heat generated by the component during operation, thereby maintaining the component within a desired temperature range. The cooling jacket may be integrally formed with, or mounted onto, the housing of the component, and may include inlet and outlet ports, channels, or cavities for directing the flow of the cooling medium.
As used herein, the terms “Non-Driving End cover” and “NDE cover” are used interchangeably and refer to a component of a powertrain or motor assembly configured to enclose and protect the end of a motor or shaft opposite to the driving end. The NDE cover provides structural support, facilitates sealing of internal components, and may accommodate ancillary features such as bearings, cooling channels, or electrical and mechanical interfaces, thereby contributing to the overall integrity, protection, and performance of the powertrain unit.
As used herein, the term “enclosed structure” refers to an assembly or configuration of interconnected components that collectively form a continuous boundary or housing, thereby isolating the internal space from the external environment. The structure may provide mechanical support, fluid containment, thermal management, or electromagnetic shielding, and may include openings, gaps, or interfaces specifically designed to accommodate functional elements such as coolant flow, wiring, or access covers while maintaining the integrity of the enclosure.
As used herein, the terms “plurality of welding plates”, “welding plate(s)”, “first welding plate”, and “second welding plate” are used interchangeably and refer to two or more discrete plate-like components configured to be joined to the powertrain casing or other structural elements, wherein each welding plate is capable of being welded to adjacent components to provide mechanical reinforcement, structural integrity, and fluid-tight sealing within the assembly. The welding plates may include a first welding plate and a second welding plate and may be made of metal or other suitable materials compatible with welding processes.
As used herein, the term “cylindrical cavity” refers to a hollow, elongated structure having a circular cross-section along the length, defined by an inner surface and an outer surface, wherein the inner surface forms a substantially uniform diameter along a central axis, configured to receive or house another component, such as a shaft, sleeve, or jacket, either in a press-fit, slip-fit, or other engagement manner. The cylindrical cavity may be continuous or stepped along the axis and may include features such as flanges, grooves, or chamfers to facilitate assembly, sealing, or alignment of components.
As used herein, the term “peripheral gap” refers to a space or clearance provided between the outer surface of a first component and the inner surface of a second, surrounding component, extending around the periphery of the first component. The peripheral gap is dimensioned and configured to serve one or more functional purposes, such as enabling fluid flow, providing thermal dissipation, accommodating dimensional tolerances, or facilitating assembly.
As used herein, the term “coolant flow path” refers to a defined passage, channel, or gap within a component or assembly of a system, configured to direct the flow of a coolant fluid, such as liquid or gas, in a controlled manner, to absorb, transfer, or dissipate heat from one or more parts of the system. The coolant flow path may include, but is not limited to, gaps, channels, cavities, or ducts formed between components, and is designed to facilitate circulation of the coolant for effective thermal management and temperature regulation.
As used herein, the term “first end” refers to one extremity or terminal portion of a component, structure, or cavity, distinguished from the opposite extremity, and may serve a specific functional, structural, or assembly-related purpose, such as accommodating another component, forming a seal, or providing a mechanical connection.
As used herein, the terms “second end” refers to the end portion of a component or structure that is opposite to the first end and is configured to interact with, support, or accommodate other elements of the assembly. In the integrated powertrain unit, the second end of the motor slot is specifically designed to externally accommodate a welding plate or any structural member to ensure mechanical stability, fluid-tight sealing, or integration with adjoining components. The second end is defined functionally by the position relative to the first end and its role in completing the assembly or facilitating interaction with other elements.
As used herein, the term “externally accommodate” refers to the configuration or arrangement of a first component such that a second component is positioned on or around the outer surface of the first component, without being inserted into or penetrating the internal cavity of the first component. The second component is supported, held, or secured by the exterior of the first component to achieve a desired functional or structural relationship, such as sealing, reinforcement, or alignment.
As used herein, the term “electromagnetic shielding” refers to the provision of a barrier, enclosure, or structure that attenuates, blocks, or redirects electromagnetic fields and radiation, thereby preventing electromagnetic interference (EMI) from affecting the operation of electrical or electronic components within or around the shielded structure.
In accordance with an aspect of present disclosure, there is provided an integrated powertrain unit for an electric vehicle, the power train unit comprises:
- a powertrain casing comprising a motor slot;
- a cooling jacket; and
- a Non-Driving End (NDE) cover,
wherein the motor slot, the cooling jacket and the NDE cover are integrated to form an enclosed structure.
Figure 1a and 1b, in accordance with an embodiment, describes an integrated powertrain unit 100 for an electric vehicle. The power train unit 100 comprises a powertrain casing 102 comprising a motor slot 104, a cooling jacket 106 and a Non-Driving End (NDE) cover 108. The motor slot 104, the cooling jacket 106 and the NDE cover 108 are integrated to form an enclosed structure. Further, the powertrain casing 102 comprises a plurality of welding plates 110 comprising a first welding plate 110a and a second welding plate 110b. Furthermore, the motor slot 104 comprises a first end 112 and a second end 114. In operation, the cooling jacket 106 is received within the motor slot 104, forming a gap, allowing circulation of coolant around the motor, thereby effectively dissipating heat during vehicle operation. Furthermore, the first welding plate 110a at the first end 112 and the second welding plate 110b at the second end 114 provide fluid-tight sealing between the motor slot 104 and the cooling jacket 106, ensuring leak-free operation.
In an embodiment, the powertrain casing 102 comprises a plurality of welding plates 110 comprising a first welding plate 110a and a second welding plate 110b. The first welding plate 110a and the second welding plate 110b are positioned at respective ends of the motor slot 104 and are configured to provide structural bonding and sealing between the motor slot 104 and the cooling jacket 106. Beneficially, the welding plates 110 arrangement enhances the structural rigidity of the integrated powertrain unit 100 and maintains the integrity of the coolant circuit, thereby preventing fluid leakage during high-pressure cooling operation. Further, the welding plates 110 improves the mechanical stability and sealing reliability of the integrated powertrain unit 100, reduction of vibration-induced stress at the joints, and prevention of coolant leakage. Furthermore, the welded integration minimizes assembly interfaces, reduces manufacturing tolerance issues, and contributes to the overall compactness and durability of the powertrain casing 102.
In an embodiment, the motor slot 104 is configured as a cylindrical cavity, dimensioned to receive the cooling jacket 106 in a press-fit manner. The press-fit configuration ensures a precise and secure mechanical coupling between the cooling jacket 106 and the motor slot 104 without requiring additional fastening elements or sealing compounds. The press fit between the two components enhances the structural rigidity of the powertrain unit 100 and ensures uniform thermal contact, thereby facilitating efficient heat transfer from the motor to the cooling jacket 106. Further, the so forth close contact arrangement minimizes thermal resistance and improves the cooling efficiency, resulting in effective dissipation of heat generated during motor operation. Beneficially, the press fit arrangement improves the thermal management performance, reduces the manufacturing complexity by eliminating separate joining or sealing operations, and enhanced durability of the integrated powertrain unit 100 due to reduced vibration and mechanical play at the interface.
In an embodiment, the motor slot 104 forms a peripheral gap between an inner surface of the motor slot 104 and an outer surface of the cooling jacket 106, the peripheral gap is configured to provide a coolant flow path for coolant circulation around the cooling jacket 106. During operation, the coolant flows through the peripheral gap to absorb and dissipate heat generated by the motor and associated components, thereby maintaining the motor temperature within a desired operational range. The cooling jacket 106 and the motor slot 104 are thereby cooperatively structured to enhance the thermal management of the powertrain unit 100. Beneficially, the formation of the peripheral gap provides an efficient and uniform cooling mechanism without requiring additional external conduits or complex assemblies. Further, the so forth configuration ensures continuous heat transfer from the motor casing to the coolant, reducing localized hotspots and improving the thermal stability of the powertrain unit 100. As a result, the powertrain unit 100 enhances motor efficiency, prolongs component life, minimizes the risk of thermal degradation, and contributes to the compactness and reliability of the integrated powertrain unit 100.
In an embodiment, the motor slot 104 comprises a first end 112 and a second end 114. Further, the first end 112 is configured to integrally accommodate the first welding plate 110a of the plurality of welding plates 110 to provide a structural bond and forms a fluid-tight sealing between the motor slot 104 and the cooling jacket 106. Furthermore, the second end 114 is configured to externally accommodate the second welding plate 110b of the plurality of welding plates 110 to provide the fluid-tight sealing. The dual-end welding configuration allows precise alignment of the cooling jacket 106 within the motor slot 104, enhances vibration resistance, and minimizes deformation during thermal cycling. Beneficially, the plurality of welding plates 110 provides a highly reliable, fluid-tight enclosure, preventing the coolant leakage and contamination of motor components, ensuring long-term operational stability. Further, the dual-welding structure enhances the overall rigidity and mechanical strength of the powertrain casing 102, reducing deformation caused by heat, pressure, and mechanical vibration. Furthermore, the plurality of welding plates 110 ensures consistent heat transfer efficiency by maintaining intimate contact between the cooling jacket 106 and the surrounding motor slot 104, resulting in improved thermal management and uniform temperature distribution. Additionally, the so forth design simplifies manufacturing and inspection processes by providing well-defined welding interfaces, thereby reducing alignment errors, improving assembly precision, and lowering production costs.
In an embodiment, the enclosed structure formed by the motor slot 104, cooling jacket 106, and NDE cover 108 is configured to provide electromagnetic shielding. The enclosed structure may be formed of metallic or conductive composite materials capable of attenuating or blocking electromagnetic fields (EMFs) generated by the motor and associated power electronics. During operation, the motor produces high-frequency electromagnetic emissions that may interfere with nearby vehicle control systems or communication circuits. The integrated enclosure effectively contains such emissions within the powertrain casing 102, thereby minimizing electromagnetic interference (EMI) and maintaining compliance with electromagnetic compatibility (EMC) standards. Additionally, by integrating the shielding function within the structural components of the powertrain unit 100, the need for separate external shielding layers or covers is eliminated, resulting in a compact design and reduced material usage. Beneficially, the integrated electromagnetic shielding provides suppression of electromagnetic emissions from the motor, prevention of external electromagnetic disturbances from affecting the powertrain control system, improved operational reliability of electronic components, and enhanced overall vehicle safety. Further, the integration reduces the powertrain unit 100 complexity, manufacturing costs, and weight while ensuring thermal and the structural efficiency.
The present disclosure provides the integrated powertrain unit 100 for the electric vehicle. The powertrain unit 100 as disclosed by present disclosure is advantageous in terms of enhanced performance, reliability, and manufacturability. Beneficially, by integrating the motor slot 104, the cooling jacket 106, and NDE cover 108 into the single enclosed structure, the transmission unit 100 ensures the compact and robust assembly, reducing the overall component count and simplifying the assembly process. Further, the integration of powertrain unit 100 also allows for precise alignment of components, minimizing mechanical tolerances and improving the structural integrity of the powertrain unit 100. Furthermore, the inclusion of the peripheral gap between the motor slot 104 and the cooling jacket 106 enables the optimized coolant flow path, thereby enhances thermal management by ensuring uniform heat dissipation from the motor, and improving efficiency and extending the operational life of the motor. Moreover, the design of the first end 112 and the second end 114 of the motor slot 104 to accommodate welding plates 110 provides the fluid-tight seal, preventing leakage of coolant and protecting sensitive components from contamination, while simultaneously forming strong structural bonds that increase the rigidity of the unit. Moreover, the enclosed structure formed by the integration of the motor slot 104, cooling jacket 106, and NDE cover 108 provides the effective electromagnetic shielding, reducing EMI and ensuring compliance with stringent automotive EMI standards. Overall, the integrated powertrain unit 100 achieves a high level of compactness, mechanical strength, thermal management efficiency, and electromagnetic compatibility, offering a technologically advanced solution for modern electric vehicle powertrains.
In an embodiment, the integrated powertrain unit 100 for the electric vehicle. The power train unit 100 comprises the powertrain casing 102 comprising the motor slot 104, the cooling jacket 106 and the Non-Driving End (NDE) cover 108. The motor slot 104, the cooling jacket 106 and the NDE cover 108 are integrated to form the enclosed structure. Further, the powertrain casing 102 comprises the plurality of welding plates 110 comprising the first welding plate 110a and the second welding plate 110b. Furthermore, the motor slot 104 comprises the first end 112 and the second end 114. Moreover, the powertrain casing 102 comprises the plurality of welding plates 110 comprising the first welding plate 110a and the second welding plate 110b. Moreover, the motor slot 104 is configured as the cylindrical cavity, dimensioned to receive the cooling jacket 106 in the press-fit manner. Moreover, the motor slot 104 forms the peripheral gap between the inner surface of the motor slot 104 and the outer surface of the cooling jacket 106, the peripheral gap is configured to provide the coolant flow path for coolant circulation around the cooling jacket 106.
In the description of the present disclosure, 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 disclosure 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.
,CLAIMS:WE CLAIM:
1. An integrated powertrain unit (100) for an electric vehicle, the power train unit (100) comprises:
- a powertrain casing (102) comprising a motor slot (104);
- a cooling jacket (106); and
- a Non-Driving End (NDE) cover (108),
wherein the motor slot (104), the cooling jacket (106) and the NDE cover (108) are integrated to form an enclosed structure.
2. The integrated powertrain unit (100) as claimed in claim 1, wherein the powertrain casing (102) comprises a plurality of welding plates (110) comprising a first welding plate (110a) and a second welding plate (110b).
3. The integrated powertrain unit (100) as claimed in claim 1, wherein the motor slot (104) is configured as a cylindrical cavity, dimensioned to receive the cooling jacket (106) in a press-fit manner.
4. The integrated powertrain unit (100) as claimed in claim 1, wherein the motor slot (104) forms a peripheral gap between an inner surface of the motor slot (104) and an outer surface of the cooling jacket (106), wherein the peripheral gap is configured to provide a coolant flow path for coolant circulation around the cooling jacket (106).
5. The integrated powertrain unit (100) as claimed in claim 1, wherein the motor slot (104) comprises a first end (112) and a second end (114).
6. The integrated powertrain unit (100) as claimed in claim 5, wherein the first end (112) is configured to integrally accommodate the first welding plate (110a) of the plurality of welding plates (110) to provide a structural bond and forms a fluid-tight sealing between the motor slot (104) and the cooling jacket (106).
7. The integrated powertrain unit (100) as claimed in claim 5, wherein the second end (114) is configured to externally accommodate the second welding plate (110b) of the plurality of welding plates (110) to provide the fluid-tight sealing.
8. The integrated powertrain unit (100) as claimed in claim 1, wherein the enclosed structure formed by the motor slot (104), cooling jacket (106), and NDE cover (108) is configured to provide electromagnetic shielding.