Claims:We claim:

1. Hybrid P3 drivetrain in two-wheel drive hybrid vehicles with manual transmission or automated manual transmission; said hybrid P3 drivetrain comprising:
• a hybrid P3 powertrain housing assembly;

• an electronic motor (134) assembly connected to said P3 powertrain housing assembly inputting power thereto;

• an output gear assembly (171, 172) for outputting said electronic motor (134) power to the differential unit of said hybrid vehicle;

• a first mechanism for enabling the direct operation of said hybrid P3 drivetrain by connecting said electronic motor (134) assembly to said manual transmission (MT) or to said automated manual transmission (AMT); and

• a second mechanism for a connection or disconnection of said electronic motor (134) assembly to said manual transmission (MT) or said automated manual transmission (AMT);

wherein said hybrid P3 drivetrain comprises a modular construction to enable a plurality of configurations thereof by using either said manual transmission (MT) or said automated manual transmission (AMT) by coupling said hybrid P3 drivetrain for a selective operation thereof with an electronic start (E-start) or an electronic sailing (E-sail) function depending of the speed of said hybrid vehicle with said MT or AMT transmission.

2. Hybrid P3 drivetrain as claimed in claim 1, wherein said hybrid P3 powertrain housing assembly comprises:

(i) an integrally formed planetary gear housing (132) and clutch housing (138);
(ii) an epicyclic gear assembly (160) connected to an input shaft (142) receiving power from said electronic motor (134) for selective transfer thereof to said output gear assembly (171, 172);

(iii) an epicyclic housing cover (140) to close said planetary gear housing (132) for accommodating said epicyclic gear assembly (160) therein; said electronic motor (134) mounted outside said epicyclic housing cover (140) and coupled to said input shaft (142) fitted with an oil-seal (144) locked in place in the middle portion thereof by a snap ring (169);

(iv) a PTU shaft (173) connected between said epicyclic gear assembly (160) and said output gear assembly (171, 172) to transfer the power received from said epicyclic gear assembly (160) to said output gear assembly (171, 172); and

(v) said output gear assembly having a main gear (172) and a PTU ring gear (171) for selectively transferring power input from said electronic motor (134) to said manual transmission (MT) or automated manual transmission (AMT);

wherein said PTU shaft (173) is configured for permanent engagement of said epicyclic gear assembly (160) with said output gear assembly (172; 171) for a manual mode operation or configured with a modular construction for driving said hybrid vehicle with MT/AMT transmission with an electronic start (E-start) or electronic sailing (E-sail) functionality.

3. Hybrid P3 drivetrain as claimed in claim 2, wherein said electronic motor (134) assembly is mounted on said epicyclic housing cover (140) by means of a plurality of fasteners and by engaging the output shaft thereof to said input shaft (142) of said epicyclic gear assembly (160) to selectively transferring the power thereto.

4. Hybrid P3 drivetrain as claimed in claim 2, wherein said input shaft (142) of said epicyclic gear assembly (160) is configured as an integrated shaft comprising:
(a) a splined end (141) for engagement with said electronic motor (134) assembly;

(b) a middle portion (142) supported on a bearing (143) fitted inside said epicyclic housing cover (140); said bearing (143) locked in place on said middle portion (142) by means of circlip (168); and

(c) a sun gear end (161) for engagement with epicyclic gear assembly (160).

5. Hybrid P3 drivetrain as claimed in claim 4, wherein said epicyclic gear assembly (160) comprises:
• an annulus gear (163) having internal teeth (164);

• a plurality of radially disposed mutually equidistance planet gear (162) assemblies rotatable for engagement with the internal teeth (164) of said annulus gear (163);

• a profiled epicyclic carrier housing (167) for accommodating said planet gear (162) assemblies rotatable around said sun gear end (161) ; said epicyclic carrier housing (167) configured for selective engagement or disengagement thereof with the motor input shaft of said electronic at one side thereof and with said PTU shaft (173) at the other end thereof;

• an annular spacer (156) disposed between said epicyclic housing cover (140) and said epicyclic carrier housing (167);

wherein said sun gear end (161) of said input shaft (142) meshes with said planet gears (162) of said epicyclic gear assembly (160) to receive the power from said electric motor (134) and to be transferred via said PTU shaft (173) to said manual transmission (MT) or automated manual transmission (AMT) for driving said hybrid vehicle in different configurations thereof.
6. Hybrid P3 drivetrain as claimed in claim 5, wherein each of said planet gear (162) assembly comprises:

• an annular planet gear (162) having teeth for engagement with said internal teeth (164) of said annulus gear (163);

• a planet shaft (165) for mounting said planet gear (162) thereon;

• a needle bearing (145) disposed between said planet shaft (165) and said planet gear (162); and

• a respective annular shim (166) disposed on either side of said planet gear (162) spaced from the inner surface of said epicyclic carrier housing (167) to enable a free rotation of said planet gear (162) on said planet shaft (165).

7. Hybrid P3 drivetrain as claimed in claim 6, wherein said epicyclic carrier housing (167) comprises:

• two circular planar surfaces (167a, 167b) partially joined together on circumferential side thereof;

• a plurality of radially disposed mutually equidistance projections (167c) on the PTU shaft (173) facing side (167a) thereof; said projections having threads (167d or 167e) provided on the inner or outer circumferential side thereof;

• said surfaces (167a, 167b) having a circular hole (167f) therethrough;

• a plurality of radially disposed mutually equidistance circular holes (167g) on the PTU shaft (173) facing side thereof; said holes (167g) offset with respect to said projections (167c).

8. Hybrid P3 drivetrain as claimed in claim 1, wherein said PTU shaft (173) is a hollow shaft comprising:
• a larger diameter end (173a) having external gear teeth configured thereon for engagement with said output shaft assembly (171; 172);

• a middle cylindrical portion (173b) fitted with a bearing (174) on the outer diameter thereof and locked in place in a groove (173c) configured therein;

• a smaller diameter end (173d) thereof having a splined inner diameter (173e) for engagement with said epicyclic carrier housing (140); and

• said smaller end (173d) configured with mutually equispaced slots (173f) configured on the side thereof facing said epicyclic carrier housing (167) for engagement with the corresponding matching projections (167c) provided therein.

9. Hybrid P3 drivetrain as claimed in claim 8, wherein said PTU shaft (173) comprises a solid middle cylindrical portion (173b) and a smaller diameter end (173g) having external splines or threads (173h) thereon.

10. Hybrid P3 drivetrain as claimed in claim 9, wherein said external splines or threads (173h) are configured for selective engagement and disengagement thereof with said epicyclic carrier housing (167) by means of a shifting sleeve (154) with matching inner threads (154a) therein.

11. Hybrid P3 drivetrain as claimed in claim 8, wherein said first mechanism comprises said PTU shaft (173) directly connected to said main gear (172) to transfer power of said electronic motor (134) to the manual transmission (MT) of said hybrid vehicle.

12. Hybrid P3 drivetrain as claimed in claim 8, wherein said second mechanism comprises said PTU shaft (173) directly connected to said PTU ring gear (171) to transfer the power from said electronic motor (134) to the automated manual transmission (AMT) of said hybrid vehicle.

13. Hybrid P3 drivetrain as claimed in claim 10, wherein said second mechanism comprises connecting said PTU shaft (173) to said main gear (172) to transfer the power from said electronic motor (134) to the automated manual transmission (AMT) of said hybrid vehicle by shifting said shifting sleeve (154) towards said epicyclic carrier housing (167) to enable said electronic start (E-start) or electronic sailing (E-sail) functionality of said hybrid P3 drivetrain by coupling thereof to said electronic motor (134) assembly.

14. Hybrid P3 drivetrain as claimed in claim 10, wherein said second mechanism comprises connecting said PTU shaft (173) to said PTU ring gear (171) to transfer the power from said electronic motor (134) to the automated manual transmission (AMT) of said hybrid vehicle by shifting said shifting sleeve (154) towards said epicyclic carrier housing (167) to enable said electronic start (E-start) or electronic sailing (E-sail) functionality of said hybrid P3 drivetrain by coupling thereof to said electronic motor (134) assembly.

15. Hybrid P3 drivetrain as claimed in claim 1, wherein said hybrid P3 drivetrain comprises:

(A) a hybrid P3 powertrain housing assembly having:

(I) an integrally formed planetary gear housing (132) and clutch housing (138);

(II) an epicyclic gear assembly (160) to receive power from an electronic motor (134) for transfer thereof to a main gear (172) of the manual transmission (MT) of said hybrid vehicle; said epicyclic gear assembly (160) including:

• an annulus gear (163) having internal teeth (164);

• a plurality of radially disposed mutually equidistance annular planet gear (162) assemblies rotatable to engage with said internal teeth (164); each planet gear (162) assembly including an annular planet gear (162) to engage with said internal teeth (164) and mounted on a planet shaft (165), a needle bearing (145) disposed between said planet gear (162) and planet shaft (165), and an annular shim (166) disposed on either side of said planet gear (162) for spacing thereof from the inner surface of said epicyclic carrier housing (167) ;

• a profiled epicyclic carrier housing (167) to selectively engage with or disengage from said planet gear (162) assemblies at one end thereof and fixed to said PTU shaft (173) at the other end thereof; said epicyclic carrier housing (167) includes:

- two circular planar surfaces (167a, 167b) partially joined together on the circumferential side thereof;

- a plurality of radially disposed mutually equidistance projections (167c) on said PTU shaft (173) facing side (167a) thereof; said projections (167c) having threads (167d) provided on the inner circumferential side thereof;

- said surfaces (167a, 167b) having a circular hole (167f) therethrough for mounting said planet gear (162) assemblies therein;

- a plurality of radially disposed mutually equidistance circular holes (167g) on said PTU shaft (173) facing side thereof; said holes (167g) offset with respect to said projections (167c);

• an annular spacer (156) disposed between said epicyclic housing cover (140) and said epicyclic carrier housing (167);

• said integrated input shaft (142) having said splined end (141) to engage with the output shaft of said electronic motor (134); said shaft (142) supported on said bearing (143) fitted inside said epicyclic housing cover (140) and locked on said shaft (142) by circlips (168); and said sun gear end (161) to engage with said planet gears (162).

(III) an epicyclic housing cover (140) to close said planetary gear housing (132) by means of a plurality of fasteners; said epicyclic housing cover (140) mounted with said electronic motor (134) outside thereof; the output shaft of said electronic motor (134) connected to said integrated input shaft (142);

(B) said PTU shaft (173) comprises:

(i) said larger diameter end (173a) with external gear teeth to engage with said output shaft assembly (171; 172);

(ii) said middle cylindrical portion (173b) fitted with a bearing (174) on the outer diameter thereof and locked in place in a groove (173c) configured therein;

(iii) said smaller diameter end (173d) thereof having a splined inner diameter (173e) for engagement with the externally threaded or splined outer projection (167h) of said epicyclic carrier housing (167); and

(iv) said smaller end (173d) configured with mutually equispaced slots (173f) configured on the side thereof facing said epicyclic carrier housing (167) for engagement with corresponding matching projections (167c) therein; and

(C) an electronic motor (134) assembly mounted on said epicyclic housing cover (140) by means of a plurality of fasteners; and the output shaft of said electronic motor (134) connected to said splined end (141) of said integrated input shaft (142) to transfer the power thereto;

wherein said hybrid P3 drivetrain comprises a modular construction to enable a plurality of configurations thereof by using either said manual transmission (MT) or said automated manual transmission (AMT) by coupling said hybrid P3 drivetrain for a selective operation thereof with an electronic start (E-start) or an electronic sailing (E-sail) function depending of the speed of said hybrid vehicle with MT/AMT transmission.

16. Hybrid P3 drivetrain as claimed in claim 15, wherein said PTU shaft (173) is permanently engaged by a direct connection between said epicyclic carrier housing (167) at one end thereof and said PTU ring gear (171) at the other end thereof for driving said automated transmission (AMT).

17. Hybrid P3 drivetrain as claimed in claim 15, wherein said smaller diameter end (173d) of said PTU shaft (173) comprises external threads or splines (173h) for permanent engagement with said internally threaded or splined outer projection (167h) of said epicyclic carrier housing (167) by a direct connection for driving said automated transmission (AMT).

18. Hybrid P3 drivetrain as claimed in claim 15, wherein said smaller diameter end (173d) of said PTU shaft (173) comprises external threaded surface (173h) for engagement and disengagement thereof with said epicyclic carrier housing (167) by means of said shifting sleeve (154) with matching inner threads (154a) therein to be shifted towards or away from said epicyclic carrier housing (167).

19. Hybrid P3 drivetrain as claimed in claim 18, wherein said PTU shaft (173) is connected to said main gear (172) to transfer the power input from said electronic motor (134) to said automated manual transmission (AMT) by shifting said shifting sleeve (154) towards said epicyclic carrier housing (167) to enable said electronic start (E-start) or electronic sailing (E-sail) functionality of said hybrid P3 drivetrain by coupling thereof to said electronic motor (134) assembly.

20. Hybrid P3 drivetrain as claimed in claim 16, wherein said PTU shaft (173) is connected to said PTU ring gear (171) to transfer the power input from said electronic motor (134) to said automated manual transmission (AMT) by shifting said shifting sleeve (154) towards said epicyclic carrier housing (167) to enable said electronic start (E-start) or electronic sailing (E-sail) functionality of said hybrid P3 drivetrain by coupling thereof to said electronic motor (134) assembly.

Dated this 31st day of August 2020.

Digitally Signed.

(SANJAY KESHARWANI)
APPLICANT’S PATENT AGENT
REGN. NO. IN/PA-2043. , Description:FIELD OF INVENTION

The present invention relates to an arrangement for coupling a planetary gear assembly to an electronic motor and manual transaxle in a hybrid vehicle with manual/automatic manual transmission (MT/AMT).

In particular, the present invention relates to a compact assembly of planetary gear system with the electronic motor and manual transaxle in a hybrid vehicle with MT/AMT. More particularly, the present invention relates to a P3 type drivetrain in a hybrid vehicle with MT/AMT transmission.

BACKGROUND OF THE INVENTION

The ever-depleting fossil fuels and environment degradation continuing due to burning thereof are the main reason for emphasizing the deployment of hybrid electric vehicle (HEV) all over the world. The hybrid vehicles combine the advantages of the conventional internal combustion engine (ICE) with pollution-free electric propulsion system with different types of hybrid vehicle drivetrains, which achieve better fuel economy or performance than the conventional ICE equipped vehicle. The type of HEV decides the degree of functionality of the electric vehicle (EV). At present, the predominant class of HEV vehicles being developed and deployed world over is hybrid electric cars, though hybrid electric trucks including pickup vans and tractors as well as passenger buses are also being designed and developed simultaneously.

HEV is a vehicle in which propulsion energy is available from two or more types of energy sources, and at least one of them can deliver electrical energy. In the most common HEV, the propulsive force is provided by a combination of conventional ICE to provide extended range and electronic motor to improve energy efficiency by reducing fuel consumption and emissions from vehicle.

HEVs are broadly classified in four configurations, i.e. (i) series, (ii) parallel, (iii) series-parallel and (iv) complex configurations respectively. In series hybrid vehicle, ICE is coupled to the electronic motor (EM) to produce electricity for electrical propulsion only, and this is commonly used in large vehicles such as buses, heavy-commercial vehicles (HCVs) etc. In parallel hybrid vehicle, both ICE and EM are coupled to the transmission to deliver power via the same drive shaft to drive the wheels for vehicular propulsion. Here, ICE and EM are coupled to the drive shaft via a respective clutch and thus, power is supplied either by ICE or by EM or alternatively both ICE and EM can supply propulsive power to the wheels. EM can also be used as a generator for charging the battery, if regenerative braking is provided or when the output from ICE is more than required for vehicle propulsion. This is most commonly used in today’s small vehicles, like passenger cars. The series-parallel hybrid vehicle includes the features of series and parallel hybrid vehicles, but also includes an additional EM and a planetary gear transmission, which makes controlling thereof more complex.

The complex hybrid vehicle has a configuration not falling under any of the above three types. Although, this is similar to series-parallel hybrid vehicle with the generator and electronic motor both being EM’s, however having a bi-directional power flow in contrast to the unidirectional power flow of series-parallel hybrid vehicle. The drivetrain of hybrid vehicles is optimized to transmit different forms of motive power to the driving wheels of these vehicles. The present class of hybrid vehicles involve internal combustion engines generating power by burning fossil fuels such as petrol, diesel, gas etc. and combine this internal combustion with electronic motor by switching from one mode to the other for obtaining a targeted balance therebetween. The drivetrain layout found as most-suitable for converting the existing models of ICE-powered vehicles into HEV is P3 drivetrain, which not just enhances the performance of the conventional ICE but also reduces local emissions while driving HEVs equipped with MT/AMT transmissions.

OBJECTS OF THE INVENTION

Some of the objects of the present invention - satisfied by at least one embodiment of the present invention - are as follows:

An object of the present invention is to provide a hybrid plug-and-play arrangement of P3 drivetrain in a hybrid vehicle with MT/AMT transmission.

Another object of the present invention is to provide an improved layout of P3 drivetrain in a hybrid vehicle with MT/AMT transmission.

Still another object of the present invention is to provide a compact hybrid P3 drivetrain in a hybrid vehicle with MT/AMT transmission.

Yet another object of the present invention is to provide an improved hybrid P3 drivetrain in a hybrid vehicle with MT/AMT transmission, which does not impair lubrication thereof.

A further object of the present invention is to provide an improved layout of P3 drivetrain in a hybrid vehicle with MT/AMT transmission, which does not impact the gear shifting therein.

A still further object of the present invention is to provide a hybrid P3 drivetrain in a hybrid vehicle with MT/AMT transmission, which is configurable for multiple speed selection.

A yet further object of the present invention is to provide a hybrid P3 drivetrain in a hybrid vehicle with MT/AMT transmission, which is configurable for neutral option.

A yet another object of the present invention is to provide a hybrid P3 drivetrain in a hybrid vehicle with MT/AMT transmission having a direct-drive function.

These and other objects and advantages of the present invention will become more apparent from the following description, when read with the accompanying figures of drawing, which are however not intended to limit the scope of the present invention in any way.

DESCRIPTION OF THE INVENTION

In accordance with the present invention, a compact hybrid P3 drivetrain layout for coupling thereof between the electronic motor and manual transaxle of 2W-drive MT/AMT hybrid motor vehicle. It includes an electronic motor (EM) coupled via epicyclic drivetrain to a manual transaxle. This electronic motor is connected to 2W-drive clutch housing by means of an epicyclic housing cover. The electronic motor housing is then bolted to this epicyclic housing cover. The output of this epicyclic/planetary system is given to the final drive (FD) gear/power take-off unit (PTU) gear directly via PTU ring gear or indirectly via PTU main gear (Figs. 5a-5d). However, this planetary system output can also be directly given to FD gear for speed reduction at the planetary gear system (Figure 5a). An annulus gear is fixed to the electronic motor housing.

The electronic motor input is given to the sun gear of the planetary system and the output spline from the carrier of the planetary system is connected to the PTO input for speed reduction (4-7 stage reduction).

Apart from directly connecting the planetary gear system to manual transaxle gearing, there is also an alternative to select a neutral function for the electronic motor connection. This enables the dual configurations of electronic motor, i.e. as a standard feature and as an optional feature.

E-sail function: Decoupling the engine from driveshaft which enables the vehicle to move few kms on vehicle inertia alone, until it reaches a vehicle inertia depletion stage that requires the engine to restart silently
E-start function: In order to reduce the idle emissions, hybrid electric vehicle have this function to shut the engine in idle and restart by means of electronic motor, when required.

SUMMARY OF THE INVENTION

In accordance with the present invention, a hybrid P3 drivetrain in two-wheel drive hybrid vehicle with a manual transmission (MT) or an automated manual transmission (AMT), comprises:

• a hybrid P3 powertrain housing assembly;

• an electronic motor assembly connected to the P3 powertrain housing assembly inputting power thereto;

• an output gear assembly for outputting the electronic motor power to the differential unit of the hybrid vehicle;

• a first mechanism for enabling the direct operation of the hybrid P3 drivetrain by connecting the electronic motor assembly to the manual transmission (MT) or the automated manual transmission (AMT); and

• a second mechanism for a connection or disconnection of the electronic motor assembly to the manual transmission (MT) or the automated manual transmission (AMT);

wherein the hybrid P3 drivetrain comprises a modular construction to enable a plurality of configurations thereof by using either the manual transmission (MT) or the automated manual transmission (AMT) by coupling the hybrid P3 drivetrain for a selective operation thereof with an electronic start (E-start) or an electronic sailing (E-sail) function depending of the speed of the hybrid vehicle with the manual transmission (MT) or the automated manual transmission (AMT) transmission.

Typically, the hybrid P3 powertrain housing assembly comprises:

(i) an integrally formed planetary gear housing and clutch housing;

(ii) an epicyclic gear assembly connected to input shaft receiving power from electronic motor for selective transfer thereof to output gear assembly;

(iii) an epicyclic housing cover to close the planetary gear housing for accommodating the epicyclic gear assembly therein; the electronic motor mounted outside the epicyclic housing cover and coupled to the input shaft fitted with an oil-seal locked in place in the middle portion thereof by a snap ring;

(iv) a PTU shaft connected between the epicyclic gear assembly and the output gear assembly to transfer the power received from the epicyclic gear assembly to the output gear assembly;

(v) the output gear assembly having a main gear and a PTU ring gear for selectively transferring power input from the electronic motor to the manual transmission (MT) or automated manual transmission (AMT);

wherein the PTU shaft is configured for permanent engagement of the epicyclic gear assembly with the output gear assembly for a manual mode operation or configured with a modular construction for driving the hybrid vehicle with MT/AMT transmission with an electronic start (E-start) or electronic sailing (E-sail) functionality.

Typically, the electronic motor assembly is mounted on the epicyclic housing cover by means of a plurality of fasteners and by engaging the output shaft thereof to the input shaft of the epicyclic gear assembly to selectively transferring the power thereto.

Typically, the input shaft of the epicyclic gear assembly is configured as an integrated shaft comprising:
(a) a splined end for engagement with the electronic motor assembly;

(b) a middle portion supported on a bearing fitted inside the epicyclic housing cover; the bearing locked in place on the middle portion by means of circlip; and

(c) a sun gear end for engagement with the epicyclic gear assembly.

Typically, the epicyclic gear assembly comprises:

• an annulus gear having internal teeth;

• a plurality of disposed mutually equidistance planet gear assemblies rotatable for engagement with the internal teeth of the annulus gear;

• a profiled epicyclic carrier housing for accommodating the planet gear assemblies rotatable around said sun gear end; the epicyclic carrier housing configured for selective engagement or disengagement thereof with the motor input shaft of said electronic at one side thereof and with the PTU shaft at the other end thereof; and

• an annular spacer disposed between the epicyclic housing cover and the epicyclic carrier housing;

wherein the sun gear end of the input shaft meshes with the planet gears of the epicyclic gear assembly to receive the power from the electric motor to be transferred via the PTU shaft to the manual transmission (MT) or automated manual transmission (AMT) for driving the hybrid vehicle in different configurations thereof.

Typically, each of the planet gear assembly comprises:

• an annular planet gear having teeth for engagement with the internal teeth of the annulus gear;

• a planet shaft for mounting the planet gear thereon;
• a needle bearing disposed between the planet shaft and the planet gear;

• a respective annular shim disposed on either side of the planet gear spaced from the inner surface of the epicyclic carrier housing to enable a free rotation of the planet gear on the planet shaft.

Typically, the epicyclic carrier housing comprises:

• two circular planar surfaces partially joined together on circumferential side thereof;

• a plurality of radially disposed mutually equidistance projections on the PTU shaft facing side thereof; the projections having threads provided on the inner or outer circumferential side thereof;

• the surfaces having a circular hole therethrough;

• a plurality of radially disposed mutually equidistance circular holes on the PTU shaft facing side thereof; the holes offset with respect to the projections.

Typically, the PTU shaft is a hollow shaft comprising:

• a first larger diameter end having external gear teeth configured thereon for engagement with the output shaft assembly;

• a middle cylindrical portion fitted with a bearing on the outer diameter thereof and locked in place in a groove configured therein;

• a second stepped smaller diameter end thereof having a splined inner diameter for engagement with the epicyclic carrier housing; and

• the smaller end configured with mutually equispaced slots configured on the side thereof facing the epicyclic carrier housing for engagement with the corresponding matching projections provided therein.

Typically, the PTU shaft comprises a solid middle cylindrical portion and a smaller diameter end having external splines or threads thereon.

Typically, the external splines or threads are configured for selective engagement and disengagement thereof with the epicyclic carrier housing by means of a shifting sleeve with matching inner threads therein.

In accordance with a first embodiment of the present invention, the hybrid P3 drivetrain in 2-W-drive hybrid vehicle with manual (MT) transmission, comprises a first mechanism in which the PTU shaft directly connected to the main gear to transfer power of the electronic motor to the MT transmission of the hybrid vehicle.

In accordance with a second embodiment of the present invention, the hybrid P3 drivetrain in 2-W-drive hybrid vehicle with an automated manual transmission (AMT) transmission, comprises a first mechanism with the PTU shaft directly connected to the PTU ring gear to transfer the power from the electronic motor to the automated manual transmission (AMT) of the hybrid vehicle.

In accordance with a third embodiment of the present invention, the hybrid P3 drivetrain in 2-W-drive hybrid vehicle with an automated manual transmission (AMT), comprises a second mechanism connecting the PTU shaft to the main gear to transfer the power from the electronic motor to the AMT transmission of the hybrid vehicle by shifting the shifting sleeve towards the epicyclic carrier housing to enable the electronic start (E-start) or electronic sailing (E-sail) functionality of the hybrid P3 drivetrain by coupling thereof to the electronic motor assembly.

In accordance with a fourth embodiment of the present invention, the hybrid P3 drivetrain in 2-W-drive hybrid vehicle with an automated manual transmission (AMT), comprises a second mechanism connecting the PTU shaft to the PTU ring gear to transfer the power from the electronic motor to the AMT transmission of the hybrid vehicle by shifting the shifting sleeve towards the epicyclic carrier housing to enable the electronic start (E-start) or electronic sailing (E-sail) functionality of the hybrid P3 drivetrain by coupling thereof to the electronic motor assembly.

In accordance with a fifth embodiment of the present invention, the hybrid P3 drivetrain in 2-W-drive hybrid vehicle, comprises:

(A) a hybrid P3 powertrain housing assembly having:

(I) an integrally formed planetary gear housing and clutch housing;

(II) an epicyclic gear assembly to receive power from an electronic motor for transfer thereof to a main gear of the manual transmission (MT) of the hybrid vehicle; the epicyclic gear assembly including:

• an annulus gear having internal teeth;

• a plurality of radially disposed mutually equidistance annular planet gear assemblies rotatable to engage with the internal teeth; each planet gear assembly including an annular planet gear to engage with the internal teeth and mounted on a planet shaft, a needle bearing disposed between the planet gear and planet shaft, and an annular shim disposed on either side of the planet gear for spacing thereof from the inner surface of the epicyclic carrier housing;

• a profiled epicyclic carrier housing to selectively engage with or disengage from the planet gear assemblies at one end thereof and fixed to the PTU shaft at the other end thereof; the epicyclic carrier housing two circular planar surfaces partially joined together on the circumferential side thereof;

- a plurality of radially disposed mutually equidistance projections on the PTU shaft facing side thereof; the projections having threads provided on the inner circumferential side thereof;

- the surfaces having a circular hole therethrough for mounting said planet gear assemblies therein; and

- a plurality of radially disposed mutually equidistance circular holes on the PTU shaft facing side thereof; the holes uniformly offset with respect to the projections;

• an annular spacer disposed between the epicyclic housing cover and the epicyclic carrier housing;

• the integrated input shaft having the splined end to engage with the output shaft of the electronic motor; the integrated shaft supported on a bearing fitted inside the epicyclic housing cover and locked on the integrated shaft by circlips; and a sun gear end to engage with the planet gears;

(III) an epicyclic housing cover to close the planetary gear housing by means of a plurality of fasteners; the epicyclic housing cover mounted with the electronic motor outside thereof; the output shaft of the electronic motor connected to the integrated input shaft;

(B) the PTU shaft comprises:

(i) the larger diameter end with external gear teeth to engage with the output shaft assembly;

(ii) the middle cylindrical portion fitted with a bearing on the outer diameter thereof and locked in place in a groove configured therein;

(iii) the smaller diameter end thereof having a splined inner diameter for engagement with the externally threaded or splined outer projection of the epicyclic carrier housing; and

(iv) the smaller end configured with the mutually equispaced slots configured on the side thereof facing the epicyclic carrier housing for engagement with corresponding matching projections therein; and

(C) an electronic motor assembly mounted on the epicyclic housing cover by means of a plurality of fasteners and the output shaft of the electronic motor connected to the splined end of the integrated input shaft to transfer the power thereto;

wherein the hybrid P3 drivetrain comprises a modular construction to enable a plurality of configurations thereof by using either the manual transmission (MT) or the automated manual transmission (AMT) by coupling the hybrid P3 drivetrain for a selective operation thereof with an electronic start (E-start) or an electronic sailing (E-sail) function depending of the speed of the hybrid vehicle with MT/AMT transmission.

In accordance with a fifth embodiment of the present invention, the hybrid P3 drivetrain in 2-W-drive hybrid vehicle, wherein the PTU shaft permanently engaged by a direct connection between the epicyclic carrier housing at one end thereof and the PTU ring gear at the other end thereof for driving the automated transmission (AMT) .

Typically, the smaller diameter end of the PTU shaft comprises external threads or splines for permanent engagement with the internally threaded or splined outer projection of the epicyclic carrier housing by a direct connection for directly driving the automated transmission (AMT).

In accordance with a sixth embodiment of the present invention, the hybrid P3 drivetrain in 2-W-drive hybrid vehicle, wherein the smaller diameter end of the PTU shaft comprises external threaded surface for engagement and disengagement thereof with the epicyclic carrier housing by means of the shifting sleeve with matching inner threads therein to be shifted towards or away from the epicyclic carrier housing.

In accordance with a seventh embodiment of the present invention, the hybrid P3 drivetrain in 2W-drive hybrid vehicle, wherein the PTU shaft connected to the main gear to transfer the power input from the electronic motor to the automated manual transmission (AMT) by shifting the shifting sleeve towards the epicyclic carrier housing to enable the electronic start (E-start) or electronic sailing (E-sail) functionality of the hybrid P3 drivetrain by coupling thereof to the electronic motor assembly.

In accordance with a eighth embodiment of the present invention, the hybrid P3 drivetrain in 2-W-drive hybrid vehicle, wherein the PTU shaft is connected to the PTU ring gear to transfer the power input from the electronic motor to the automated manual transmission (AMT) by shifting the shifting sleeve towards the epicyclic carrier housing to enable the electronic start (E-start) or electronic sailing (E-sail) functionality of the hybrid P3 drivetrain by coupling thereof to the electronic motor assembly.

BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS

The present invention will be briefly described in the following with reference to the accompanying drawings.

Figure 1a shows a 4W-drive hybrid vehicle with MT/AMT transmission and equipped with a hybrid module having a plug-and-play arrangement for coupling of P3 drivetrain and electronic motor.
Figure 1b shows a schematic view of the main components/sub-assemblies of the P3 drivetrain shown in Figure 1a.

Figure 2a shows a side-view of the hybrid module of P3 drivetrain with plug-and-play arrangement for coupling thereof between the electronic motor and manual transaxle in a hybrid vehicle with MT/AMT transmission configured in accordance with the present invention.

Figure 2b shows a perspective view of the hybrid module of Figure 1a. Here, the clutch housing is made integral with the planetary gear housing configured in accordance with the present invention for a compact packaging and is covered with an epicyclic housing cover tightened thereon by fasteners for mounting of the electronic motor thereon as shown in Figure 2a above.

Figure 2c shows a side-view of the hybrid module of P3 drivetrain of Fig. 2b but without mounting electronic motor thereon to clearly show the epicyclic housing cover marked with section line A-A for more details below.

Figure 3 shows a cross-sectional view of the hybrid module of P3 drivetrain sectioned along section line A-A in Figure 2c and showing the transaxle-side front housing assembled with various components thereof for hybrid vehicle with MT/AMT transmission.

Figure 4 shows (i) a perspective view of the sun gear 161 made integral with an input shaft having external splines at the other end thereof for coupling of electronic motor thereto as shown in Figs. 2a-2b, (ii) a side-view of sun gear marked with section line A-A, and (iii) cross-sectional view along the line A-A.

Figure 5a shows another cross-sectional view of clutch housing assembly of P3 drivetrain shown in Fig. 3. Here, P3 drivetrain is configurable with the electronic motor (for starting the vehicle) permanently engaged for manual mode. PTU annulus gear is directly engaged with the sun gear of the epicyclic gear assembly disposed on the right side in figure. PTU shaft is directly connected to PTU Annulus gear.

Figure 5b shows a further cross-sectional view of the clutch housing assembly of P3 drivetrain shown in Fig. 3 with a modular configuration for engagement of main annulus gear with PTU shaft by coupling with the sun gear of the epicyclic gear assembly (on the right side in figure).

Figure 5c shows a cross-sectional view of the clutch housing assembly of P3 drivetrain shown in Fig. 3 for depicting the shifting mechanism operated by means of a sleeve mounted on PTU shaft to be shifted rightwards to engage with the epicyclic carrier housing configured in accordance with the present invention. This configuration assists the planetary gear assembly in electronic start (E-start) and electronic sail (E-sail) functions by single-stage speed reduction.

Figure 5d shows a cross-sectional view of the clutch housing assembly of P3 drivetrain shown in Fig. 5c. Here, the sleeve mounted on PTU shaft is in a position shifted rightwards and is supported both on the PTU shaft as well as the epicyclic gear assembly for coupling the electronic motor for operating planetary gear assembly discussed below.

Figure 6 shows a perspective view of the planetary system output to the differential unit.

Figure 7a-7c show the components of one of the planet gear assemblies mounted within the epicyclic carrier housing.

Figure 7a shows an annular planet gear rotatable about the sun gear disposed within the annulus gear of the epicyclic gear assembly.

Figure 7b shows an annular planet shaft for mounting of a respective planet gear rotatable about the sun gear disposed at the centre of the annulus gear of the epicyclic gear assembly.

Figure 7c shows an annular shim to be disposed between the respective planet gear and the epicyclic carrier housing.

Figure 8a shows the first embodiment of a PTU shaft for selective connection or disconnection of the planetary gear assembly to the epicyclic carrier housing discussed above and coupled to the electronic motor as per the speed reduction requirement.

Figure 8b shows a cross-sectional view of second embodiment of PTU shaft.

Figure 9 shows a spacer for an epicyclic carrier housing to be spaced apart from the epicyclic housing cover.

Figure 10 shows a perspective view of the shifting sleeve slidable on PTU shaft for a selective connection/disconnection of the planetary gear assembly to/from the epicyclic carrier housing for coupling or detachment of the electronic motor as per the speed reduction requirement.

Figure 11 shows a perspective view of the annulus gear of the epicyclic gear assembly with internal teeth provided therein for engagement of planet gears rotatably supported on the sun gear of the input shaft discussed above.

Figure 12a shows an epicyclic carrier housing for accommodating the planet gears and planet shaft to directly transmit power received from the electronic motor via sun gear and annulus gear train of the epicyclic gear assembly to PTU shaft.

Figure 12b shows a perspective view of another embodiment of the epicyclic carrier housing for accommodating the planet gears and planet shaft to transmit power received from the electronic motor via sun gear and annulus gear train of the epicyclic gear assembly to PTU shaft via shifting sleeve.

Figure 13a shows a front-view of the epicyclic housing cover for the clutch housing, when seen from the electric motor side.

Figure 13b shows a rear-view of the epicyclic housing cover for the clutch housing, when seen from inside the clutch housing.

Figure 14a-14b show an epicyclic housing cover for the clutch carrier when viewed from inside the clutch housing towards the electric motor.

DETAILED DESCRIPTION OF THE ACCOMPANYING DRAWINGS

In the following, the hybrid module of P3 drivetrain with plug-and-play arrangement in a hybrid vehicle with MT/AMT transmission will be described in more details with reference to the accompanying drawings without limiting the scope and ambit of the present invention.

Figure 1a shows a 4W-drive hybrid vehicle 10 with MT/AMT transmission and powered by an internal combustion engine (ICE) 20. This hybrid vehicle 10 is equipped with a hybrid module having a plug-and-play arrangement for coupling of P3 drivetrain 130 with the electronic motor (not shown). ICE 20 directly drives the hybrid P3 module 130 connected to front axle 11 fitted with front wheels 12, 14 and drives the rear axle 17 fitted with rear wheels 16, 18 via propeller shaft 25 to transmit power via rear drive train 31.

Figure 1b shows a schematic view of the main components/sub-assemblies of the hybrid module of P3 drivetrain 130 shown in Fig.1a. The drivetrain 130 includes an integrally-cast planetary gear housing 132 and clutch housing 138, an electronic speed limitation device (eSLD) 133, an electronic motor 134 powered by powerpack 135, a gear shift lever 136, a transmission control unit 137, and epicyclic/planetary gear assembly 160. This drive train 130 is disposed on front axle 11 of the 4W-drive vehicle 10 moving in the direction of arrows A. However, this P3 drivetrain 130 can also be used in a 2W-drive hybrid vehicle.

Figure 2a shows a side-view of the of the hybrid module of P3 drivetrain with plug-and-play arrangement configured in accordance with the present invention for coupling thereof between the electronic motor and manual transaxle in a hybrid vehicle with MT/AMT transmission. Here, an epicyclic housing cover 140 is fastened on the planetary gear housing 132 for mounting an electronic motor 134 mounted (Figs. 3a-3b). The clutch housing 138 and planetary gear housing 132 are made integrally with each other.

Figure 2b shows a perspective view of the hybrid module of P3 drivetrain 130 of Figure 1a. Here, the clutch housing 138 is made integral with the planetary gear housing 132 for a compact packaging. An epicyclic housing cover 140 is tightened on the planetary gear housing 132 by means of a plurality of fasteners for mounting of the electronic motor 134 as shown in Figure 2a above.

Figure 2c shows a side-view of the hybrid module of P3 drivetrain 130 of Figure 2b, however without mounting the electronic motor 134 thereon for clearly showing the epicyclic housing cover 140. A section line A-A is marked for more detail discussed below.

Figure 3 shows a cross-sectional view of hybrid module of P3 drivetrain 130 sectioned along section line A-A marked in Figure 2c. The cross-section shows the clutch housing 138 of the transaxle side front housing assembled with various components of the hybrid module of P3 drivetrain 130 (without epicyclic housing cover 140) having a plug-and-play arrangement configured in accordance with the present invention for a hybrid vehicle with MT/AMT transmission. This hybrid module generally includes a planetary gear housing 132 integrally made with a clutch housing 138 covered by a profiled epicyclic housing cover 140. The epicyclic housing cover 140 has an aperture for the passage of the input shaft 142 to be selectively coupled to or decoupled from an electronic motor 134. The input shaft 142 has a splined portion 141 at its electronic motor side end and a sun gear 161 at the other end for engagement with the planet gears 162 of the epicyclic gear assembly housed in an epicyclic carrier housing 167 thereof. For example, the epicyclic gear assembly includes three planetary gear assemblies revolving around sun gear 161 within an annulus gear 163 having the outer periphery thereof grounded for a secure fitment thereof within planetary gear housing 132. However, this epicyclic gear assembly may also include a higher number of planetary gear assemblies. Each planet gear assembly includes one planet gear 162 rotatably mounted on a planet shaft 165 and spaced apart on either side by a respective shim 166. A respective needle bearing 145 is placed between the planet gear 162 and planet shaft 165. The splined end 141 of the input shaft 142 protrudes out of the aperture provided in the epicyclic housing cover 140 for engagement with the electronic motor 134. and A ball bearing 143 is placed between the input shaft 142 and the clutch housing 138 and securely locked in place by means of a pair of circlips 168 on either side thereof and a snap ring 169. An oil seal 144 is also fitted on the inside of clutch housing around the aperture for input shaft 142. A spacer 156 is provided between the epicyclic carrier housing 167 and the clutch housing 138 for enabling a free rotation of the planet gear assemblies of the epicyclic gear assembly.

Figure 4(i) shows a perspective view of the sun gear-cum-shaft made integrally with an input shaft 142 having external splines 141 at the one end for coupling of the electronic motor 134 thereto and a sun gear 161 at the other end thereof as shown in Figure 3.

Figure 4(ii) shows a side-view of the sun gear-cum-shaft of Figure 4(i) showing the sun gear 161 side thereof and marked with section line A-A.

Figure 4(iii) shows the cross-sectional view of the sun gear-cum-shaft of Figure 4(i) sectioned across section line A-A.

Figure 5a shows a cross-sectional view of the clutch housing 138 assembly of P3 drivetrain 130 shown in Fig. 2a. Here, P3 drivetrain 130 is configurable with the electronic motor 134 (for electronic starting and sailing of the vehicle) permanently engaged for manual mode. PTU ring gear 171 directly engaged with PTU shaft 173 by coupling with the sun gear 161 of the epicyclic gear assembly disposed on the right side in figure.

Figure 5b shows a cross-sectional view of the clutch housing assembly 138 of P3 drivetrain 130 shown in Fig. 2a. In contrast with the configuration in Figure 5a with a modular configuration for engagement of main ring gear 172 with PTU shaft 173 by coupling with the sun gear 161 of the epicyclic gear assembly (on the right side in figure). Here, PTU ring gear 171 will be directly engaged only when high gear ratio is desired.

Figure 5c shows a cross-sectional view of the clutch housing 138 assembly of P3 drivetrain 130 shown in Fig. 2a for depicting the shifting mechanism configured according to the present invention by means of a sleeve 154 mounted on PTU shaft 173 to be shifted rightwards to engage with the epicyclic gear assembly. This configuration assists the planetary gear assembly 160 in electronic start (E-start) and electronic sail (E-sail) functions by single-stage speed reduction. Here, the sleeve 14 is in a position decoupled from the epicyclic gear assembly and completely supported on PTU shaft 173 ready to be shifted to engage with epicyclic gear assembly for connecting the electronic motor 134 to directly drive MT/AMT transmission via main gear or PTU ring gear of the differential unit via the planetary gear assembly 160, whenever required, to assist in E-start and E-sail functions by single-stage speed reduction via planetary gear assembly 160.

Figure 5d shows a cross-sectional view of the clutch housing 138 assembly of P3 drivetrain 130 shown in Fig. 5c. Here, the sleeve 154 mounted on PTU shaft 173 is in a position shifted rightwards (w.r.t. Fig. 5c) and is supported both on the PTU shaft 173 and the epicyclic carrier housing 167 for coupling the electronic motor 134 to operate the planetary gear 160 assembly discussed below. With this switching by the shifting of sleeve 154, the planetary gear assembly 160 assists in E-start and E-sail functions through planetary gear assembly 160.

Figure 6 shows a perspective view of the planetary gear assembly 160 providing the output of electronic motor 134 to the differential unit. Here, an annulus gear 163 with internal teeth 164 is shown to be fitted inside the planetary gear housing 132 (Figure 5). Annulus gear 163 is grounded on its outer periphery for a secure fitment thereof within planetary gear housing 132. Shaft 142 includes a splined end 141 and a sun gear 161 integrally formed at the other end thereof. At the splined end of the shaft 141, the power input from the electronic motor 134 is received and the sun gear 161 at the other end of the shaft 142 coupled to the epicyclic gear assembly transmits this electronic motor 134 power input to the planet gears 162 and then to PTU shaft 173 and finally either to the transaxle main ring gear 172 or the PTU ring gear 171for inputting this power to differential unit 170.

Figure 7a-7c show the components 162, 165, and 166 of the planet gear assemblies mounted within the epicyclic carrier housing 167 of the epicyclic gear assembly.
Figure 7a shows the annular planet gear 162 to be disposed between the sun gear 161 and internal teeth 164 of the annulus gear 163, all of which are disposed within the epicyclic carrier housing 167 of the epicyclic gear assembly. Figure (i) on LHS is a front view marked with a section line A-A and Figure (ii) on RHS shows a cross-sectional view of the planet gear 162 sectioned along the section line A-A.

Figure 7b shows on top (i) a perspective view of the annular planet shaft 165 for rotatably mounting the respective planet gear 162 thereon for rotation about the sun gear 161 disposed at the centre of the annulus gear 163 of the epicyclic gear assembly. Figure (ii) on LHS is a side-view marked with a section line A-A and Figure (iii) on RHS shows a cross-sectional view of the planet shaft 165 sectioned along the section line A-A.

Figure 7c shows an annular shim 166 to be disposed between the respective planet gear 162 and the epicyclic carrier housing 167. Figure (i) on LHS shows a front-view of the annular shim 166 and is marked with a section line A-A, and Figure (ii) on RHS shows a cross-sectional view of the shim 166 sectioned along the section line A-A.

Figure 8a shows a perspective view of the first embodiment of PTU shaft 173 (i) having teeth 173a at the one end (on LHS in figure) thereof for selection of main gear 172 or PTU ring gear 171 in conjunction with the differential unit 170 for direct engagement with the epicyclic gear assembly discussed above and which in turn is coupled to the electronic motor 134 as per the speed reduction requirement. PTU shaft 173 also has cylindrical portion 173b for bearing seating and for shifting of the shifting sleeve 154 thereon. This portion 173b at the other end (on RHS in figure) thereof has internal splines 173c as well as equispaced slots 173d for engagement thereof with the complimentary gear teeth and slots provided on the epicyclic carrier housing 167 of the epicyclic gear assembly. Figure (ii) is a front-view of the PTU shaft 173 and Figure (iii) is a top-view of the PTU shaft 173 which is marked with section line A-A, and Figure (iii) is a cross-sectional view of PTU shaft 173 sectioned along section line A-A.

Figure 8b shows a cross-sectional view of a second embodiment of PTU shaft 173 having teeth 173a at the one end (on LHS in figure) thereof for selection of main gear 172 or PTU ring gear 171 in conjunction with the differential unit 170 for engagement with the epicyclic gear assembly discussed above and which in turn is coupled to the electronic motor 134 as per the speed reduction requirement. Here, PTU shaft 173 has a cylindrical portion 173b functioning as the bearing seat and smaller diameter portion 173g (on RHS in figure) includes external teeth for engagement of the shifting sleeve 154 for the coupling thereof with the epicyclic carrier housing 167 (Figs. 5c-5d).

Figure 9 shows (i) a perspective view of the spacer 156 to be placed between the epicyclic carrier housing 167 and the epicyclic housing cover 140, Figure (ii) shows a front-view of the spacer 156 which is marked with a section line A-A, and Figure (iii) shows a cross-sectional view of spacer 156 sectioned along section line A-A.

Figure 10 shows (i) a perspective view of the shifting sleeve 154 slidable on PTU shaft portion 173b for a selective connection to or disconnection from the epicyclic gear assembly of the planetary gear assembly 160 for coupling or detachment of the electronic motor 134 as per the speed reduction requirement. Figure (ii) shows a front-view of the sleeve 154, Figure (iii) shows this front-view of sleeve 154 marked with a section line A-A, and Figure (iv) shows a cross-sectional view of sleeve 154 sectioned along section line A-A.

Figure 11 shows (i) a perspective view of the annulus gear 163 of the epicyclic gear assembly with internal teeth 164 provided therein for engagement of planet gears 162 rotatably supported on the sun gear 161 of the input shaft 142 already discussed above, Figure (ii) shows a front-view of the annulus gear 163 marked with a section line A-A, and Figure (iii) shows a cross-sectional view of annulus gear 163 sectioned along section line A-A. In the annulus gear 163 preferably has 50 serrations or internal splines 164.

Figure 12a shows (i) an intricately profiled epicyclic carrier housing 167 of the epicyclic gear assembly to accommodate sun gear 161 of input shaft 142 for engagement with planet gear assemblies rotatable about sun gear 161, all of which are disposed within the annulus gear 163 of the epicyclic gear assembly. The epicyclic carrier housing 167 also includes teeth for engagement with the PTU shaft portion 173b for selective connection to or disconnection from the epicyclic gear assembly of the planetary gear assembly 160 for coupling or detachment of the electronic motor 134 as per the speed reduction requirement. Figure (ii) shows a front-view of the epicyclic carrier housing 167, Figure (iii) shows a rear-view of epicyclic carrier housing 167 marked with section line A-A, and Figure (iv) shows a cross-sectional view of epicyclic carrier housing 167 sectioned along section line A-A.

Figure 12b shows a perspective view of another embodiment of the epicyclic carrier housing with a splined portion 167h for engagement with the shifting sleeve 154 (Fig. 5d) on shifting thereon to transmit power received from the electronic motor via sun gear and annulus gear train of the epicyclic gear assembly to PTU shaft via shifting sleeve.

Figure 13a shows a front-view of the epicyclic housing cover 140 for the clutch housing 138, when seen from the electric motor 134 side. The epicyclic housing cover 140 has a profile corresponding to the clutch housing for completely closing the epicyclic gear assembly within clutch housing 138 side.

Figure 13b shows a rear-view of the epicyclic housing cover 140 for the clutch housing 138, when viewed from inside the clutch housing 138 towards the electric motor 134. Figure is marked with section lines BB-BB, CC-CC and DD-DD for describing the details of the construction thereof.

Figure 14a shows a cross-sectional view of the epicyclic housing cover 140 sectioned along the section line BB-BB. Figure is encircled E for describing further details of the construction of the encircled portion E.

Figure 14b shows (i) an enlarged cross-sectional view of the encircled portion E of the epicyclic housing cover 140, Figure (ii) shows the cross-sectional view of the epicyclic housing cover 140 sectioned along the section line CC-CC, and Figure (iii) shows the cross-sectional view of the epicyclic housing cover 140 sectioned along the section line DD-DD.

Exemplary Protype Testing Data:

IC Engine Displacement ~ 1250 cc
IC Engine Power ~ 50 kW
ICE Torque ~ 100 Nm
Fuel ~ Petrol
Gear Box MT/AMT
E-Motor Power ~ 20 kW
E-Motor Torque ~ 60 Nm
E-Motor connection ratio ~ 13 times (E-motor shaft to Wheels)
E-Motor max. speed ~ 16000 rpm
Inverter power max./amp. ~ 20 kW / 600 Amp.
Battery type / Capacity 48V, Li-ion / 1 kWh
Battery power max. ~ 22 kW
Top speed Same as in conventional drivetrain
Vehicle weight ~ 1200-1400 kg
Speed 0-110 kmph slower by ~ 1 sec w.r.t. conventional drivetrain

Prototype of drivetrain and E-motor arrangement tested on Vehicle:

SUV with GVW ~ 1200-1400 kg
Tyre radius ~ 13” (33 cm)
E-Motor peak Torque ~ 60 Nm
E-Motor max. rpm ~ 16000
E-Motor to Wheel ratio ~ 13

E-Motor peak Torque available ~ 780 Nm
at wheels

Corresponding ref. torque at ~ 50 Nm
input shaft
Wheel rpm corresponding to ~ 1230
max. E-Motor speed
Vehicle speed max. ~ 150 kmph

TECHNICAL ADVANTAGES AND ECONOMIC SIGNIFICANCE

The hybrid plug-and-play arrangement for coupling of P3 drivetrain configured in accordance with the present invention for a selective connection/disconnection between the electronic motor and manual transaxle in a hybrid vehicle with MT/AMT transmission, offers the following advantages:

• Compact design with little changes necessary in the housing.

• Improved packaging by E-motor in-line with differential unit output position.

• No impact on gear shifting by connection to transmission output side.

• Layout modularity provided into innovation such as speed reduction options and motor selection options.

• Feasible to provide speed selection and neutral option.
• MT also feasible by a clutch disengage mechanism.

• Layout itself is a breakthrough. Hybrid plug and play arrangement concept applicable to any 2WD vehicle configuration.

• Hybrid module can be connected to PTU ring gear.

• Hybrid module can be connected to PTU ring gear.

The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments.

Although, the embodiments presented in this disclosure have been described in terms of its preferred embodiments, the skilled person in the art would readily recognize that these embodiments can be applied with modifications possible within the spirit and scope of the present invention as described in this specification by making innumerable changes, variations, modifications, alterations and/or integrations in terms of materials and method used to configure, manufacture and assemble various constituents, components, subassemblies and assemblies, in terms of their size, shapes, orientations and interrelationships without departing from the scope and spirit of the present invention.

The numerical values given of various physical parameters, dimensions and quantities are only approximate values and it is envisaged that the values higher or lower than the numerical value assigned to the physical parameters, dimensions and quantities fall within the scope of the disclosure unless there is a statement in the specification to the contrary.
Throughout this specification, the word “comprise”, or variations such as “comprises” or “comprising”, shall be understood to imply including a described element, integer or method step, or group of elements, integers or method steps, however, does not imply excluding any other element, integer or step, or group of elements, integers or method steps.

The use of the expression “a”, “at least” or “at least one” shall imply using one or more elements or ingredients or quantities, as used in the embodiment of the disclosure in order to achieve one or more of the intended objects or results of the present invention.

The description of the exemplary embodiments is intended to be read in conjunction with the accompanying drawings, which are to be considered part of the entire written description. In the description, relative terms such as “lower”, “upper”, “horizontal”, “vertical”, “above”, “below”, “up”, “down”, “top”, and “bottom” as well as derivatives thereof (e.g. “horizontally”, “inwardly”, “outwardly”; “downwardly”, “upwardly” etc.) should be construed to refer to the orientation as then described or as shown in the drawing under discussion.

These relative terms are for convenience of description and do not require that the corresponding apparatus or device be constructed or operated in a particular orientation. Terms concerning attachments, coupling and the like, such as “connected” and “interconnected”, refer to a relationship, wherein structures are secured or attached to one another either directly or indirectly through intervening structures, as well as both movable or rigid attachments or relationships, unless expressly described otherwise.

LIST OF REFERENCE NUMERALS

10 4W-drive hybrid vehicle with MT/AMT transmission
11 Front axle
12, 14 Front wheels
15 Vehicle body
16, 18 Rear wheels
17 Rear axle
20 Internal combustion engine (ICE)
22 Differential
25 Propeller shaft
31 Rear drive train
130 P3 drivetrain 130 with plug-and-play arrangement
132 Planetary gear housing
134 Electronic motor
135 Battery powerpack
136 Gear shift lever
137 Transmission control unit
138 Clutch housing
140 Epicyclic housing cover
141 Splined portion - input shaft
142 Input shaft
143 Ball bearing
144 Oil seal – input shaft
145 Needle bearing -planer shaft
146 Aperture - Epicyclic housing cover
154 Shifting sleeve
156 Spacer - epicyclic housing cover
160 Planetary gear assembly
161 Sun gear
162 Planet gears
163 Annulus gear
164 Internal teeth - annulus gear
165 Planet shaft
166 Shim - planet gear assembly
167 Epicyclic carrier housing
167a, 167b Circular planar surfaces of epicyclic carrier housing
167c Projections on planar surface 167a
167d Inner threads on projections 167c
167e Outer threads on projections 167c
167f Central hole through planar surfaces 167a, 167b
167g Holes for mounting planet shafts 165
167h Externally splined outer projection of epicyclic carrier housing
168 Circlips - external
169 Snap ring
170 Differential unit
171 Transaxle main ring gear
172 PTU ring gear
173 Hollow PTU shaft (for direction coupling)
173a Teeth on larger diameter end of PTU shaft
173b Cylindrical middle portion of PTU shaft
173c Groove for locking bearing on PTU shaft
173d Smaller diameter end on PTU shaft
173e Splined inner diameter of PTU shaft
173f Slots on PTU shaft
173g Solid RHS portion of PTU shaft (for coupling via shifting sleeve 154)
173h Teeth/threads provided on solid RHS portion 173g of PTU shaft