Claims:1. A drive assembly (100) for vehicle, includes;
a drive wheel (101);
a prime mover (102);
a trailing arm (103) pivotally or fixedly attached to a chassis frame structure of the vehicle, said trailing arm (103) having a front end (103F) and a rear end (103R),
the rear end (103R) of the trailing arm (103) being connected to said drive wheel (101) and the front end (103F) of the trailing arm (103) is connected to the chassis frame structure of the vehicle;
a drive system (105), said drive system (105) connects the drive wheel (101) to the prime mover (102);
and
a mounting assembly (106),
wherein said mounting assembly (106) is configured to support the prime mover (102) with respect to of the chassis frame structure.
2. The drive assembly (100) for vehicle as claimed in claim 1, wherein chassis frame structure of the vehicle connected to a suspension (104), one end of said suspension (104) being connected to at least a portion of the chassis frame structure and other end of the suspension (104) being connected to the trailing arm (103).
3. The drive assembly (100) for vehicle as claimed in claim 1, wherein said mounting assembly (106) holds a stationary member (201) of the prime mover (102) and affecting a rotating member (202) of the prime mover (102) to rotate the drive wheel (101) through the drive system (105) at a predetermined speed.
4. The drive assembly (100) for vehicle as claimed in claim 1, wherein said drive system (105) includes at least one flange (203), said flange (203) is detachably attached to at least part of said prime mover (102); and
at least one drive axle (204), said drive axle (204) is configured to be detachably attached with the flange (203), wherein said drive axle (204) is connected with the drive wheel (101) and the flange (203) respectively.
5. The drive assembly (100) for vehicle as claimed in claim 4, wherein said flange (203) is configured to have a base portion (301) at one of its end, said base portion (301) is configured to have peripheral holes (300) for connection with a retaining studs (404) attached to the rotating member (201) of the prime mover (102).
6. The drive assembly (100) for vehicle as claimed in claim 5, wherein said retaining studs (404) are screwed into the peripheral holes (300) of the base portion (301) of flange (203).
7. The drive assembly (100) for vehicle as claimed in claim 5, wherein said base portion (301) of the flange (203) having a predetermined shape.
8. The drive assembly (100) for vehicle as claimed in claim 5, wherein said flange (203) configured to have opening (301, 302, 303, 304) extending through the base portion (301) to an drive axle portion (304) of the flange (203), said opening (301, 302, 303, 304) is sized to mate with the drive axle (204) and the hub (407) of the prime mover (102) to which the flange (203) is to be attached.
9. The drive assembly (100) for vehicle as claimed in claim 1, wherein said mounting assembly (106) includes at least one support member (210), said support member (210) having a front end (210F) detachably attached to the trailing arm (103) and an rear end (210R) of the support member (210) is detachably attached to the stationary member (201) of the prime mover (102).
10. The drive assembly (100) for vehicle as claimed in claim 1, wherein said trailing arm (103) is configured to have at least one first member (205), said first member (205) is attached to the trailing arm (103).
11. The drive assembly (100) for vehicle as claimed in claim 9, wherein said front end (210F) of the support member (210) adapted to have at least one second member (206), said second member (206) is detachably attached to a first member (205) of the trailing arm (103) using fastening means (208).
12. The drive assembly (100) for vehicle as claimed in claim 10 or claim 11, wherein first member (205) and second member (206) has a predetermined shape, said predetermined shape includes U-shape bracket, said U- shaped bracket adapted to have plurality of openings (205a, 206a).
13. The drive assembly (100) for vehicle as claimed in claim 3, wherein said stationary member (201) of the prime mover (102) is configured to have threaded portion (201a), said stationary member (201) of the prime mover (102) fastened to support member (210) using fastening means (209) wherein said fastening means (209) includes plurality of nuts (209).
14. The drive assembly (100) for vehicle as claimed in claim 10, wherein said first member (205) is configured to have openings (205a) elongated in lateral direction (C-C’) of the vehicle.
15. The drive assembly (100) for vehicle as claimed in claim 11, wherein said second member (206) configured to have openings (206a) elongated in longitudinal or orthogonal direction (Y-Y’).
16. The drive assembly (100) for vehicle as claimed in claim 12, wherein said first member (205) and second member (206) are configured to have openings (205a, 206a) such that any change within specified limits in the distance between drive wheel (101) and prime mover (102) can be implemented by the sliding connection between the flange (203) and the drive axle (204).
17. A drive assembly (100) for vehicle, includes;
a drive wheel (101);
a prime mover (102);
a trailing arm (503) pivotally or fixedly attached to a chassis frame structure of the vehicle and having a front end (503F) and a rear end (503R),
the rear end (503R) of trailing arm (503) being connected to said drive wheel (101) and the front end (503F) of the said trailing arm (503) is connected to the chassis frame structure of the vehicle;
a drive system (105), said drive system (105) connects the drive wheel (101) to the prime mover (102);
and
a mounting assembly (504), wherein said mounting assembly (504) configured to support the prime mover (102) in respected of the chassis frame structure,
wherein said mounting assembly (504) includes at least one cross member (502), said cross member (502) having an end mounted to the trailing arm (503) and another end of the cross member (502) is connected to at least one support member (501).
18. The drive assembly (100) for vehicle as claimed in claim 17, wherein said support member (501) having a rear end (501R) connected to the prime mover (102) and a portion of the support member (501) is assembled to cross member (502) in different configuration by inserting a plurality of threaded fasteners (602) through openings (501a) in support member (501).
, Description:TECHNICAL FIELD
[0001] The present subject matter relates to a drive assembly. More particularly, the present subject matter relates to an electric drive assembly.
BACKGROUND
[0002] Over the past few years, the public transport means have become predominant means which include multi wheeled vehicles. Such vehicles are especially used in developing countries as one of the chief modes of transport. The typical public transport is operated day and night on roads and such increasing number of vehicles on road led to many innovations. Improving the comfort and safety of vehicle and also the safety of passengers in public transport is always a big challenge for automobile manufacturers as the increased safety features requires lot of controls and indication which is to be accommodated within defined space. Further, the investment and market viability of the electrical vehicle are growing in a wide range because of high costs of fossils-based fuel and at the same time to be environment-friendly which leads to alternative means of transportation. The alternative means includes electric vehicles, where these vehicle uses motor as prime mover. The electric vehicle is attractive in that the power unit in the form of a rechargeable battery pack is environmentally clean as it does not pollute the air during its operation and its operation is silent. Hence most of the people are buying electrical vehicle for their regular usage. But traction motors must withstand wide temperature ranges as well as shock, vibration and abuse hence placement of motor in optimum location by not making compromise in space for passenger compartment or driver compartment and at the same time ensuring required torque and speed is always a challenge for automobile players.
BRIEF DESCRIPTION OF THE DRAWINGS
[0003] The detailed description is described with reference to an embodiment of a drive assembly for a vehicle with the accompanying figures. The same numbers are used throughout the drawings to reference like features and components.
[0004] Fig. 1 illustrates detailed isometric view of the drive assembly as per first embodiment of the present invention.
[0005] Fig. 2 illustrates exploded view of the drive assembly as per first embodiment of the present invention.
[0006] Fig. 3 illustrates the side cut section view and rear view of the flange as per first embodiment and second embodiment of the present invention.
[0007] Fig. 4 illustrates rear side cut section view of the drive assembly when viewed from the rear side as per first and second embodiment of the present invention.
[0008] Fig. 5 illustrates detailed isometric view of the drive assembly as per second embodiment of the present invention.
[0009] Fig. 6 illustrates exploded view of the drive assembly as per second embodiment of the present invention.

DETAILED DESCRIPTION
[00010] Various features and embodiments of the present invention here will be discernible from the following further description thereof, set out hereunder. It is contemplated that the concepts of the present invention may be applied to any type of vehicle employing the similar transmission within the spirit and scope of this invention. Further "front" and "rear", and "left" and "right" referred to in the ensuing description of the illustrated embodiment refer to front and rear, and left and right directions as seen from a rear portion of the multi wheel vehicle and looking forward. Furthermore, a longitudinal axis unless otherwise mentioned, refers to a front to rear axis relative to the vehicle, while a lateral axis unless otherwise mentioned, refers generally to a side to side, or left to right axis relative to the vehicle. The detailed explanation of the constitution of parts other than the present subject matter which constitutes an essential part has been omitted at suitable places.
[00011] As in automobiles torque and speed are important parameters, these can vary as per different segment of the vehicle; likewise, the small vehicles used in public transport are designed by keeping these two parameters in mind. It is always a challenge for the automobile manufactures to have appropriate balance between both torque and speed, so in order to achieve different speed at varying loads similarly different torque at different loads requires implementation of a transmission system or gearbox. Power generated from the power unit when transmitted directly to rear wheel will lead to inappropriate torque because direct drive results in uncontrolled speed or sub-optimal speed and adverse operating conditions thereby failing to achieve best engine performance i.e. torque and rpm (revolutions per minute). Therefore, for best vehicle performance and optimal operating conditions, to transmit power from the power unit to rear wheel of the vehicle a transmission or gear box is typically provided. However, a trade-off between torque requirement and fuel economy is difficult since at higher torque requirements the fuel economy drops. Further, High costs of fossils based fuel leads to alternative means of transportation. Moreover, OEMs and customers are being driven down a path to reduce carbon dioxide emissions by electrifying the drivetrain in that they have the capability to propel vehicles while leaving space inside the vehicles to allow large enough battery packs to give adequate range. The alternative means include electric vehicles, where these vehicles use motor as prime mover. Further, centrally mounted motor driving a gearbox is known in the art. But it has its own inherent disadvantages like overall decrease in drivetrain efficiency when compared to the drivetrain losses for the equivalent vehicle fitted with two direct drive motors. But the independent motor drive has the advantage of space availability because reduction of part count which includes heavy differential, gearbox etc. Thus, Hub motor is one of the promising technologies in automotive electrification. Further, in-wheel hub motor drives are rapidly developing in the area of variable speed drive technologies. They are inherently variable speed drives featuring simple construction, a wide speed range, good efficiency but at the same time the inherent disadvantage of in-wheel hub motors is limited torque delivery to drive wheels independently. Thus, in order to get desired torque, the size of in-wheel hub motor should be increased which is undesirable owing to increase in mass, rotating inertia, layout size constraints etc. Therefore, there is trade off by moving the drivetrain mass from the sprung to the unsprung mass and space availability. This increased unsprung mass is often challenged with increased unsprung mass/sprung mass ratio which can result in dangerous, uncomfortable vehicles & driving conditions. Further, the increased size of in-wheel hub motor leads to increase in the size of the wheel assembly. But light weight public transport vehicles wheel assembly size is typically smaller and thus, increased wheel assembly size and addition of components leads to layout constraints in designing a compact low weight power train. The weight of a public transport vehicle & its mileage are additionally critical factors which have to be improved all the time. Any addition to parts, weight, cost, are detrimental & not desired. Hence there is need to have an improved electric drivetrain layout which is capable of delivering required torque to propel a multi wheel vehicle while overcoming all of the problems cited above & other problems in known arts.
[00012] Moreover, a new electric vehicle is the obvious choice as it can enable achieving reasonable efficiency, less consumption, but albeit at a cost. Further another choice is to convert an IC engine powered vehicle into electric drive vehicle. Such conversion requires additional components to be incorporated or major alterations in the layout of the vehicle which include the introduction of a new electric drive making the entire power train bulky and large in size. Further such solution requires complete overhaul of the vehicle layout and involves extensive research and development and considerable investment to design a new electric drive train. Moreover, any major change in existing layout of the vehicle adversely affects its passenger space or cargo space and also involves complete redesign of frame assembly to support the motor as well as its location/mountings. Therefore, in addition to above requirements, an improved electric drive assembly should be implementable with minimal changes in an existing platform layout with minimum modifications of standard frame which support the IC engine powertrain. Furthermore, there should be standardization of parts wherein electric drive can be introduced based on customer needs, manufacturers requirements etc.
[00013] in light of increasing fossil based fuel prices there is an additional need to develop an improved electric drive assembly which can be made available in the form of a retrofit/ conversion type assembly allowing those skilled in vehicle service / field mechanics to implement the conversion. The conversion from IC engine powered multi-wheel vehicle into electric vehicle where there should be considerable degree of freedom in term of size of the motor. Designing an electric drive assembly that can help to address above issues and which is affordable and within the means of the masses is need of the hour.
[00014] It is therefore an object of the invention to provide a drive assembly for an electric powertrain ensuring efficient transmission.
[00015] It is another object of the invention to provide drive assembly with high efficiency, good control throughout the entire speed range including grade ability and with low cost.
[00016] It is yet another objective of the present invention to provide the drive assembly which can accommodate different performance range or size of motor as per customer need.
[00017] It is another objective of the invention to provide a drive assembly in form of retrofit/conversion type assembly to converts IC engine propelled vehicle into electric vehicle allowing those skilled in vehicle service to perform the conversion in field.
[00018] It is yet another object of the present invention to provide a drive assembly which ensures passengers comfort and reliable mounting under extreme conditions achieving good durability, safety & life when implemented with either of the powertrains.
[00019] The present invention relates to the drive assembly for vehicle, which includes a drive wheel operatively connected to the prime mover through drive system. The drive system includes at least one flange and at least one drive axle. The flange is connected to the drive axle through a lock nut, such that the flange and drive axle turns like a single assembly. The drive axle including flange is supported within a housing axle through two bearings. The flange is detachably attached to the prime mover. The drive assembly includes mounting assembly; said mounting assembly supports the prime mover with respect to the frame. As per first embodiment the support member connects the prime mover to the trailing arm. The support member adapted to have a second member, wherein said second member is fastened to a first member. The first member is mounted on the trailing arm. Both the first member and second member configured to have predetermined shape with plurality of openings.
[00020] The present invention, as per a second embodiment, is configured with a mounting assembly which includes at least one support member and at least one cross member. The cross member bridges the trailing arm and support member. The trailing arm and support member have plurality of openings in elongated in vehicle longitudinal direction. Furthermore, the cross member is configured with a length adapted to have mount structure to connect with the trailing arm and support member respectively. As per second embodiment the cross member may be assembled in different configuration by inserting a plurality of threaded fasteners through openings in each adjacent trailing arm and support member as per different size of the motor.
[00021] The aforesaid and other advantages of the present subject matter will be described in greater detail, in conjunction with exemplary embodiments of a multi wheel vehicle with reference to the figures 1-6, in the following description.
[00022] As per an aspect of the present subject matter, the word prime mover has been interchangeably used for electric motor throughout the specification in light of scope and spirit of the invention.
[00023] Figure 1, as per first embodiment, the vehicle (not shown) comprises a chassis frame structure (not shown), extending from a front portion (F) to a rear portion (R) along the vehicle longitudinal axis (Y-Y’). The chassis frame structure (not shown) includes the suspension (104), said suspension (104) includes a spring and a shock absorber unit connected to the chassis frame structure (not shown). The one end of the suspension being connected to at least a portion of the chassis frame structure (not shown) and other end being connected to a trailing arm (103). A hydraulic braking system (107) is attached to drive wheel (101). In alternative embodiment brake system (107) can be inbuilt in drive wheel (101). The drive assembly (100) includes the drive wheel (101) which is operatively connected to a prime mover (102). The prime mover (102) includes electric motor (102). The trailing arm (103) is pivotally or fixedly attached to the chassis frame structure (not shown) and having a front end (103F) and a rear end (103R), the rear end (103R) of trailing arm is connected to said drive wheel (101) and the front end (103F) of the said trailing arm is connected to the chassis frame structure (not shown). The drive wheel (101) is connected to the prime mover (102) through drive system (105). Further a mounting assembly (106) is provided which is configured to support the prime mover (102) in respect of the chassis frame structure (not shown).
[00024] Figure 2 illustrates exploded view of the drive assembly (100) for the vehicle as per first embodiment of the present invention. The electric motor (102) has two parts: a rotating member (202) called rotor (202) which houses a plurality of permanent magnets mounted inside it. A stationary member (201) called stator (201) containing the stationary copper winding connected to the battery through a controller. As per an aspect of the present subject matter, the word stationary member (201) has been interchangeably used for stator (201) of the electric motor (102). Similarly; the word rotating member (202) has been interchangeably used for rotor (202) of the electric motor (102) throughout the specification in light of scope and spirit of the invention.
[00025] The drive system (105) includes at least one flange (203) and at least one drive axle (204). The flange (203) which is detachably attached to rotor (202) of the electric motor (102). The drive axle (204) is configured to be detachably attached with the flange (203). The mounting assembly (106) holds the stator (201) of the electric motor (102) and affecting the rotor (202) of the electric motor (102) to rotate the drive wheel (101) through the drive system (105) at a predetermined speed. The mounting assembly (106) includes at least one support member (210) having a front end (210F) mounted to the trailing arm (103) and a rear end (210R) of the support member (210) is connected to the stationary member (201) of the prime mover (102). The front end (210F) of the support member adapted to have a second member (206). A first member (205) is mounted on the trailing arm (103). The first member (205) and second member (206) having predetermined shape. The predetermined shape includes U-shape bracket (205, 206) having plurality of openings (205a, 206a). The second member (206) of support member (210) is detachably attached to the first member (205) by inserting a plurality of threaded fasteners (208) through openings (205a, 206a).
[00026] Further, the stator (201) of the electric motor (102) configured to have threaded portion (201a) at one of its end. The rear end (210R) of the support member (210) consists of the bush (not shown) which is connected to the stator (201) of the motor (102), which restricts all degrees of freedom by the help of the plurality of nuts (209).
[00027] The first member (205) and second member (206) are configured to have plurality of openings (205a, 206a) such that any change within specified limits in the distance between drive wheel (101) and prime mover (102) can be accommodated by the sliding connection between the flange (203) and the drive axle (204). The first member (205) and second member (206) provided with the plurality of elongated openings (205a, 206a) so as to stabilize and control a vehicle's movement. These members provided are with elongated openings (205a, 206a) in different direction, As first member (205) having plurality of openings (205a) is elongated in lateral direction C- C’, whereas the second member (206) having plurality of openings (206a) elongated in longitudinal direction (Y – Y’), As per another embodiment, the at least one mounting slot on the first member (205) & the at least one slot on the second member (206) are disposed in an mutually orthogonal direction so as to enable a robust joint. Thus, first member (205) and second member (206) is mated using fastening means (208), that includes plurality of nut and bolt (208). This specific alignment of elongated openings (205a, 206a) in first member (205) and second member (206) absorb and deflect a great deal of initial road impacts and/or body movements. The support member (210) is of specific metal profile i.e. rectangular hollow section with a bend which ensures high strength to weight ratio and torsional strength. Thus, the support arm (210) is rigidly made to withstand the overhanging weight of the prime mover (102). Hence, the mounting assembly (106) is made rigid in a way to withstand the self-weight and additional road loads including bump loads, pot hole loads, sprung mass load and impact loads.
[00028] Figure 3 illustrates the side cut section view and rear view of the flange (203) as per first and second embodiment of the present invention. The flange (203) is configured to have base portion (301) at one of its end. The base portion (301) is configured to have peripheral holes (300) for connection with the rotating member (202) of the prime mover (102). The base portion (301) of the flange (203) has a predetermined shape and an opening (302, 303, 304) dimensioned to conform to the drive axle (204) and hub (407) of prime mover (102) respectively. The flange (203) configured to have opening (302, 303, 304) extends through the base portion (301) to an axle portion (304) of the flange (203), said opening (302, 303, 304) is sized to mate with the drive axle (204) and a hub (407) (as shown in Fig. 4) of the prime mover (102) to which the flange (203) is to be attached. The hub (407) (as shown in Fig. 4) of the prime mover (102) is seated in hub motor portion (302). The flange (203) configured to have the internal splines (304a). The internal splines (304a) on the flange (203) being dimensioned for attachment to external splines (not shown) of the drive axle (204). The opening (302, 303, 304) includes a lock nut portion (303) to accommodate the locknut (207) (as shown in fig. 2) so as to connect the drive axle (204) with the flange (203). A portion of drive axle (204) is seated in drive axle portion (304). The flange withstands the torsional load and the additional bending load because of predetermined shape and thickness of the base portion of the flange.
[00029] Figure 4 illustrates the rear side cut section view of the drive assembly (100) when viewed from the rear as per preferred embodiment of the present invention. The rotating member (202) of the prime mover (102) is configured to have plurality of retaining studs (404). The base portion (301) of the flange (203) is configured to have peripheral holes (300) for detachably attaching with the rotating member (202) of the prime mover (102). Thus, the retaining studs (404) are screwed into the peripheral holes (300) of the base (301) of the flange (203). These retainer studs (404) act to hold the flange (203) in place while plurality of nuts (405) are to fasten the flange (203) to a mating rotating member (202) of the prime mover (102). The drive from the prime mover (102) is transferred from the flange (203) to the drive axle (204). The drive axle (204) can slide inside the splines (304a) provided in the flange (203). The flange (203) is connected to the drive axle (204) through a lock nut (207), such that the flange (203) and drive axle (204) turns like a single assembly. The rear end (103R) of the trailing arm is configured to have housing axle (406). The drive axle (204) including flange (203) are supported within the housing axle (406) through at least two bearings (403). The tyre (409) along the tube (410) is mounted over the periphery of the wheel rim (401). In alternate embodiment the wheel assembly includes tubeless tyre or wheel assembly generally known in art. The drive axle (204) is connected to the hydraulic brake assembly (107) specifically to brake drum as well as to the wheel rim (401) through plurality of nuts and bolts (408) to transfer the drive from prime mover (102) eventually to the drive wheel (101). While doing so the stationary member (201) of the prime mover (102) experiences an opposing torque which will tend to rotates the stationary member (201) of the prime mover (102) in the opposite direction. This opposite rotation of the stationary member (201) is prevented by the mounting assembly (106), which in turn is connected chassis frame structure (not shown) of the vehicle through trailing arm (103). Thus, mounting assembly (106) can also be functionally referred to as counter torque member.
[00030] Figure 5, as per second embodiment, the vehicle (not shown) comprises a chassis frame structure (not shown), extending from a front portion (F) to a rear portion (R) along the vehicle longitudinal axis (Y-Y’). The drive assembly (100) includes a drive wheel (101) which is operatively connected to a prime mover (102). The trailing arm (503) configured to have plurality of openings (503a). The pluralities of openings (503a) are extending in longitudinal direction (Y-Y’) of the vehicle. The trailing arm (503) is pivotally or fixedly attached to the chassis frame structure (not shown) and having a front end (503F) and a rear end (503R). The rear end (503R) of trailing arm (503) being connected to the drive wheel (101) and the front end (503F) of the said trailing arm (503) is connected to the chassis frame structure (not shown). The rear end (503R) of the trailing arm (503) is configured to have a housing axle (406) (as shown in Fig. 4). The drive wheel (101) is connected to the prime mover (102) through drive system (105). Further a mounting assembly (504) is provided which is configured to support the prime mover (102) in respect of the chassis frame structure (not shown).
[00031] Figure 6, illustrates exploded view of the drive assembly (100) for the vehicle as per second embodiment of the present invention. The drive system (105) includes at least one flange (203) and at least one drive axle (204). The flange (203) is detachably attached to rotating member (202) of the prime mover (102). The drive axle (204) is configured to detachably attached with the flange (203). The mounting assembly (504) holds a stationary member (201) of the prime mover (102) and affecting a rotating member (202) of the prime mover (102) to rotate the drive wheel (101) through drive system (105) at a predetermined speed. The mounting assembly (504) includes at least one support member (501) and at least one cross member (502). The cross member (502) of a length is extended in the lateral direction (C-C’) and adapted to have the mount structure (601) at its ends. The mount structure (601) has a predetermined shape. The predetermined shape includes U-shaped structure (601) with plurality of elongated openings (601a). The stator (201) of the electric motor (102) configured to have threaded portion (201a) at one of its end. The one end of the support member (501) is connected to the stationary member (201) of the prime mover (102). The rear end (501R) of the support member (501) consists of a bush (not shown) which is connected to the stator (201) of the motor (102), which restricts all degrees of freedom by the help of the plurality of nuts (209).
[00032] The cross member (502) bridges the trailing arm (503) and support member (501) where the one end of the cross member (502) is detachably attached to the trailing arm (503) and another end of the cross member (502) is detachably attached to at least portion of the support member (501) which may be assembled in different configuration as per size of prime mover by inserting a plurality of threaded fasteners (602) through openings (503a, 501a) in adjacent trailing arm (503) and support member (501).
[00033] The U-shaped bracket (601) of the cross member (502) is configured to have elongated openings (601a) such that any change within specified limits in the distance between drive wheel (101) and prime mover (102) can be accommodated by the sliding connection between the flange (203) and the drive axle (204). The support member (501) and trailing arm (503) are provided with the plurality of elongated openings (501a, 503a) so as to stabilize and control a vehicle's movement. The support member (501), trailing arm (503), U-shaped bracket ends (601) are provided with plurality of openings (501a, 503a, 601a) elongated in different directions. The U-shaped bracket (601) having plurality of elongated openings (601a) elongated in lateral direction (C-C’), whereas the support member (501) and trailing arm (503) having the plurality of openings (501a, 503a) elongated in longitudinal direction (Y-Y’). This specific orthogonal alignment of elongated openings in U-shaped bracket (601), trailing arm (503) and support member (501) absorb and deflect a great deal of initial road impacts and/or body movements. Hence, the mounting assembly (504) is made rigid in a way to with stand the self-weight and additional road loads (Bump loads, pot hole loads and sprung mass load) and impact loads. This further ensures efficient transmission of power from the prime mover (102) to the drive wheel (101). The present invention as per second embodiment has the flexibility to change the position of the cross member (502) to ensure that big size motor can be accommodated as per customer or manufacturer requirement. In second embodiment, two or more cross member (502) may be assembled in different configuration by inserting a plurality of threaded fasteners (602) through openings in adjacent trailing arm (503) and support member (501). The layout of the drive assembly as outlined in the present invention & the two embodiments, enables overcoming all the drawbacks cited earlier & other problems of known arts.
[00034] Further, as per present invention the drive assembly reduces the part count and losses due to additional parts during transmission as it is a direct drive where the prime mover debatably attached to the drive wheel through drive system. Importantly the drive system has fewer numbers of parts.
[00035] Furthermore, as per present invention, the direct connection of the motor to the flange makes it possible to avoid problems such as friction losses, imprecise motions, or wear, Hence, present subject matter increases the efficiency of the drive system.
[00036] Moreover, as per present invention, the drive assembly can also function as a conversion kit allowing those skilled in vehicle mechanics to perform the conversion.
[00037] As per present invention the mounting assembly supports the prime mover such that vehicle maneuverability is greatly increased since the driving power can be quickly and accurately controlled for each wheel independently. Also, plenty of passenger and cargo space can be secured because of the compact and simple design of the drive assembly.
[00038] While the present invention has been shown and described with reference to the foregoing preferred embodiments, it will be apparent to those skilled in the art that changes in form, connection, and detail may be made therein without departing from the spirit and scope of the invention like braking system includes disc brake without or without regeneration feature.

List of references:
Longitudinal axis (YY)
Front portion (F)
Rear portion (R)
100 - Drive assembly
101- Drive wheel
102 - Prime mover/ Electric motor
103 - Trailing arm
103F- Front end of trailing arm
103R- Rear end of trailing arm
104 - Suspension
105 - Drive system
106 - Mounting assembly

107 - Hydraulic brake
201 - Stationary member/stator
201a - Threaded portion
202 - Rotating member/Rotor
203 - Flange
204 - Drive axle
205 - First member
205a- Elongated openings
206 - Second member
206a - Elongated openings
207 - Lock nut
208 - Fastening means/threaded fastener/ Plurality of nut and bolt
209- Fasting means/Plurality of nuts
210 - Support member
210F- Front end of support member
210R- Rear end of support member
300- Plurality of holes
301- Base portion
302- Hub motor portion
303 - Lock nut portion
304 - Drive axle portion
304a - Internal splines
401- Rim
402 - Brake unit
403- Bearings
404- Retaining studs
405- Plurality of nuts
406- Housing axle
407- Hub motor portion
408- Plurality of nuts and bolts
409 - Tyre
410 - Tube
501- Support member
501a- Openings/Elongated openings
501R-Rear end of support member
502- Cross member
503- Trailing arm
503F- Front end of trailing arm
503R- Rear end of trailing arm
503a- Openings/elongated openings
504- Mounting assembly
601- Mount members/U- shaped bracket ends
601a- Elongated openings
602- Fastening means/Threaded fasteners