This invention relates to a motor mounting system for a hybrid motor vehicle.

In a conventional three-wheeler, rear wheels receive power only from the engine. In an electric three-wheeler, drive wheels receive power from the motor alone. In a hybrid vehicle, proposed in this art, it can receive power both from engine and motor. For this a motor is to be integrated to the power train.
The integration of the motor to the power train should satisfy these requirements.
Engine and motor should be able to drive the vehicle independently as well as simultaneously.

The motor should not drive back the engine when it is driving the wheels
Mounting of the motor to the power train should be done with minimal changes to the existing vehicle layout.
Mounting the motor on the engine side causes a part of the power, delivered by motor, to be lost in the transmission elements like gear box, differential among others.
Mounting the motor on the engine side also causes lot of changes in the power train layout.
Mounting of the motor on the wheel side is therefore to be preferred to mounting of the motor on the engine side.

Reference will now be made to the accompanying drawings which illustrate by way of example, and not by way of limitation, an embodiment of this invention.
In the embodiment illustrated, Ref fig 3 the propeller shaft, which receives power from the engine is connected to the muff cup 2) by means of a slider, which can slide inside the splines provided in the muff cup (2). The right end of the muff cup (2) facing the wheel also has internal splines, which matches with the external splines provided on the drive axle (6). The muff cup (2) is connected to the drive axle (6) through a nut (3), such that the muff cup (2) and the drive axle (6) turns like a single assembly. The left end of the muff cup facing the differential is connected to the motor left end cover (15b) through a plurality of

nuts and bolts. The left end cover (15b) in turn is connected to the rotor (11) through a plurality of bolts. The stator (12) is mounted over the housing axle The rotor (11), muff cup (2) and the drive axle (6) are supported within the housing axle (4) by means of two bearings (5). The drive axle (6) is connected to the wheel rim (7) as well as to the brake drum (10) through a plurality of bolts and nuts. The tyre (8) along with tube (9) is mounted over the periphery of the wheel rim (7).
The drive2 from the engine is first transferred to the differential through a clutch and gearbox. From the differential, the drive2 is transferred to the propeller shaft. Propeller shaft transfers this drive2 to the muff cup (2) and the muff cup (2) transfers this drive2 to the drive axle (6). The drive axle (6) connected to the brake drum (10) as well as to the wheel rim (7) through a plurality of nuts

and bolts transfers this drive2 eventually to the wheels. As the muff cup (2) rotates the left end cover (15) as well as the rotor (11) connected to the muff cup (2) will also rotate along with it. Since the stator windings are not energized, the windings will not interact with the magnetic field produced by the rotating rotor magnets and hence the rotor (11) will freely rotate along with the muff cup (2).
Whenever the wheels are to be driven by an electric motor, then the stator windings wounded over the stator (12) are energized by connecting it to the battery. The resulting magnetic field generated by the stator windings interacts with the magnetic field generated by the permanent magnets mounted on the rotor (11) and will cause the rotor magnets to move and there by rotating the rotor (11). The rotor magnetic field acting on

the stator (12) causes the Stator (12) to rotate in the opposite direction. This opposite rotation of the stator (12) is prevented by the housing axle (4), which in turn is connected to the vehicle body through the trailing arm (14). Since the muff cup (2) is connected to the engine through the propeller shaft, differential, gearbox and clutch, there is a chance' that the motor, which Is connected to the muff cup (2), will in turn drive2 the engine. This reversal of drive2 from motor to engine is prevented by means of a one-way clutch incorporated between engine and motor. As the rotor (11) rotates, it transfers this drive2 to the muff cup (2). The muff cup (2) transfers this drive2 to drive axle (6): The drive axle (6) transfers this drive2 to the wheel rim (7) and eventually to the
wheels.
The drive2 from the engine is first transferred to
the differential1 through a clutch and gearbox.

From the differential, the drive2 is transferred to the propeller shaft. Propeller shaft transfers this drive2 to the muff cup (2) and the muff cup (2) transfers this drive2 to the drive axle (6). The drive axle (6), connected to the brake drum (10) as well as to the wheel rim (7) through a plurality of nuts and bolts, transfers this drive2 eventually to the wheels. The drive2 from the rotor (11) of the motor is first transferred to the muff cup (2). The muff cup (2) transfers this drive2 to the drive axle (6). The drive axle (6), transfers this drive2 to wheel rim (7) and eventually to the wheels. Whenever the vehicle brakes, the momentum of the vehicle will in turn drive2 the wheels. Wheels will transfer this drive2 to the wheel rim (7). Wheel rim (7), connected to the drive axle (6) through a plurality of nuts and bolts transfers this drive2 to the drive axle (6), which in turn transfers this drive2 to the rotor (11) of the motor.

As the rotor (11) rotates, the magnets mounted over the rotor (11) induces a current in the stator windings. This current induced in the stator windings is fed to the battery through a converter. The converter ensures that the current fed to the battery during regeneration is not exceeding the maximum limit of charging current.
In a variation of the said embodiment ref fig (5) which is a further refinement of the concept 2, the stator (12) is placed over the extended housing axle (4). The rotor (11) housing the permanent magnets is connected to the wheel rim (7) as well as to the drive axle (6) through the left end cover (15b) and through the right end cover (15a) by means of a plurality of bolts. Here in pure engine mode the drive from the engine is transferred to wheels through the muff

cup (2), drive axle (6), right end cover (15a), rotor (11), left end cover (15b), wheel rim (7). In pure electric mode drive from rotor (11) is transferred to wheels through the rotor (11), left end cover (15b), wheel rim (7). Since the motor is connected to engine through right end cover (15a), drive axle (6), muff cup (2), there is a chance that motor will in turn drive the engine back. This is prevented by means of a one-way clutch incorporated between engine and motor. In power assist mode, engine drives the wheel through muff cup (2), drive axle (6), right end cover (15a), rotor (11), left end cover (15b), wheel rim (7). Motor drives the wheel through rotor (11),left end cover (15b),and wheel rim (7).In regeneration wheels transfer drive to motor through wheel rim (7),left end cover (15b),rotor{11).

In yet another variation, which is a further refinement, Ref fig 4: the stator (12) of the motor is placed over an extension provided on the drive axle (6) through a bearing. Here the rotor (11) housing the magnets is connected to the wheel rim (7) through a plurality of bolts. Whenever the motor drives the wheels, the stator experiences a reaction torque which will tend to rotate the stator. This rotation of the stator is prevented by means of a cross member (13), which in turn is connected to the vehicle body through the trailing arm. In pure engine mode of operation, drive from engine is transferred to wheels through propeller shaft (1) muff cup (2), drive axle (6), wheel rim (7), and finally to wheels. Here the rotor (11) connected to wheel rim (7), will also rotate along with it. Since the stator windings are not energized, the windings will not interact with the magnetic field produced by the rotating rotor magnets and hence

the rotor (11) will freely rotate along with the muff cup (2). In pure electric mode drive is transferred first from rotor (11) to wheel rim (7). from wheel rim (7) to wheels. While doing so, the stator (12) will try to rotate in the reverse direction. This reverse rotation of the stator (12) is prevented by the cross member (13) connected to the vehicle body through the trailing arm (14).In Power assist mode5 ,The drive2 from the engine is transferred to the wheels through propeller shaft (1 ),muff cup (2), drive axle (6). The drive axle (6), connected to the ' brake drum (10) as well as to the wheel rim (7) through a plurality of nuts and bolts, transfers this drive2 eventually to the wheels. The drive2 from the rotor (11) of the motor is first transferred to the wheel rim (7) through the left end cover (15b). The wheel rim (7) transfers this drive to wheel. In Regeneration mode6, wheels will transfer the drive2 to the wheel

rim (7). Wheel rim (7), connected to the rotor (11) through the left end cover (15b) by means of a plurality of nuts and bolts, transfers this drive^ to the rotor. As the rotor (11) rotates, the magnets mounted over the rotor (11) induces a current in the stator windings. This current induced in the stator windings is fed to the battery through a converter. The converter ensures that the current fed to the battery during regeneration is not exceeding the maximum limit of charging current.
In yet another variation, ref tig 11 which is a further refinement of the above-mentioned embodiment, the cross member (13) is modified as follows. Here the cross member is connected to the vehicle body by bolting it to the vehicle body. The right end of the stator (12) rides on the slot provided on the cross member (13). This slot provided on the cross member helps the stator

(12) to move up and down in accordance with the irregularities of road surface. Remaining parts and their arrangement are kept same as that of the above-mentioned embodiment. The transfer of power in pure engine mode, pure electric mode, power assist and regeneration mode remains the same as that of the above-mentioned embodiment.

We Claim:
l.A motor mounting system for a hybrid motor vehicle comprising an engine and a motor, the motor being mounted on the wheel side of the vehicle, the propeller shaft of the engine being connected to the muff cup by means of a slider which can slide inside the splines provided in the muff cup, the muff cup being connected to the drive axle such that the muff cup and the drive axle turn as a single assembly the left end of the muff cup, facing the differential, being

connected to the motor left end cover and the left end cover being in turn connected to the rotor of the motor, the stator of the motor being mounted over the housing axle and the drive axle being connected to the wheel rim as well as to the brake drum.
2. A motor mounting system as claimed in Claim 1 wherein the stator is placed over the extended housing axle, the rotor housing the permanent magnets being connected to the wheel rim as well as to the drive axle through the left end cover and through the right end cover; a one¬way clutch incorporated between engine and motor.
3. A motor mounting system as claimed in Claim 1 or Claim 2 wherein the stator of the motor is placed over an extension provided on the drive axle throuah a bearina. the rotor housing the

magnets being connected to the wheel rim , the reaction torque tending to rotate the stator being prevented by a cross member.
4. A motor mounting system as claimed in any one of the preceding Claims wherein the cross member is connected to the vehicle body, the right end of the stator riding on the slot provided on the cross member, said slot provided on the cross member assisting the stator to move up and down with the irregularities of road surface.
5. A motor mounting system for a hybrid motor vehicle substantially as herein described with
it
reference to, and as illustrated in, the
accompanying drawings.
Dated this the 12th day of January 2009