Description:FIELD OF INVENTION
The present disclosure in general relates to a powertrain for vehicles. In particular, the present disclosure relates to a powertrain for an electric vehicle that is compact in size, easy to install and uninstall, easy to repair and maintain, and designed to significantly improve the driveable range of the electric vehicle.
BACKGROUND
In general, electric vehicles (EVs) are zero-emission vehicles that travel by driving a motor with electrical energy stored in a battery, transmitting the driving force of the motor to wheels through a torque transmitting unit, and rotating the wheels using the driving force transmitted thereto, as opposed to internal combustion engine vehicles. As serious environmental pollution, together with the depletion of petroleum resources, has become a problem for all mankind, the development of low or zero-emission vehicles has been required.
As environmental problems have become a serious issue, environmentally-friendly vehicles have recently emerged for energy saving and minimization of environmental pollution. Especially, electric vehicles, hydrogen-fuelled cell vehicles, bio-diesel vehicles, and the like have been spotlighted as vehicles capable of replacing existing internal combustion engine vehicles.
An electric vehicle may include a battery for storing and supplying electrical energy, a motor for generating a driving force by transforming the electrical energy of the battery into torque, an inverter for controlling the torque of the motor, a charger for charging the battery with electrical energy, and the like.
In addition to being environment-friendly, and economical to run and operate, electric vehicles also an inherited advantage over internal combustion engines, that is instant torque delivery and achieving high speed in a fraction of time, as compared to their counterparts. Instant torque delivery and achieving high speeds quickly make the driving of the inherently heavy electric vehicle, a work of joy. However, electric vehicles are also not immune to technical drawbacks and are infested with various issues.
One of the primary issues with an electric vehicle is the limited power and torque band. The electric motors of the electric vehicles are designed to have very higher revolutions which enable the electric motors to dispose all of the available torque at very low RPM (rotation per minute) if needed. However, after a certain RPM the torque from the electric motor, starts to decrease in proportion to the rate of increase of RPM. This makes the electric vehicles useless in cases where higher torque is required because as the RPM of the electric motor will increase the torque generated by the electric motor will begin to decrease after a minimized threshold RPM is obtained. Additionally, the power delivered by the electric motor is also limited. Inherently, as the RPM of the electric motor increases the power delivered by the electric motor also increases, but after a threshold of RPM is achieved, the power delivered by the electric motor also becomes constant. Thus, the electric vehicles are neither capable of delivering the high power outputs at higher RPM, nor they are capable of maintaining the increment in the power outputs. This translates into the limited power and torque band of electric vehicles.
Additionally, another primary and most concerning issue with the electric vehicle is of range anxiety. Electric vehicles are heavy, due to the immense weight of the battery pack, electric motor(s), and body weight. This heavyweight drastically hampers the driveable range of electric vehicles by a significant margin. This translates into the diminished driveable range in the electric vehicle and more frequent charging stops, which might take up to several hours. The heavy weight of the electric vehicle is a major drawback and an inconvenience for the users.
Thus, electric vehicles are infested with various technical drawbacks and issues, as aforementioned, and there is a need to overcome the aforementioned drawbacks and issues.
Therefore, there exists a problem of how to improve the efficiency of electric vehicles. There also exists another problem of increasing the power band and torque band of the electric motor in electric vehicles, without altering the characteristics of the electric motor itself. There also exists yet another problem of significantly improving the driveable range of the electric vehicles without altering the characteristics. of the electric motor and the battery. There also exists yet another problem of developing a compact, easy-to-install and efficient powertrain for electric vehicles.
Therefore, in light of the foregoing discussion, there exists a need to overcome the aforementioned drawbacks associated with the electric vehicles and the powertrain of the electric vehicle.
SUMMARY
An object of the present disclosure is to provide an efficient, compact, easy-to-install, easy-to-uninstall, easy-to-maintain powertrain for the electric vehicle.
Another object of the present disclosure is to improve the driveable range of the electric vehicle without altering the characteristics of the electric motor, battery and battery management system.
A yet another object of the present disclosure is to increase the power band and torque band of the electric motor in the electric vehicles, without altering the characteristics of the electric motor itself.
A yet another object of the present disclosure is to mechanically regulate the torque and power output from the electric motor, based on the torque and power demand.
A yet another object of the present disclosure is to increase the efficiency of the powertrain of the electric vehicle, while delivering the higher power to achieve the higher speeds, and delivering higher torque for a longer duration, when higher speed and higher torque is required.
In an aspect, embodiments of the present disclosure provide a powertrain for an electric vehicle, the powertrain comprising:
- a motor having an output rotor;
- a flywheel having a first face and a second face, wherein the first face of the flywheel is connected to the output rotor of the motor;
- a torque transmitting unit comprising:
- a friction disk;
- an input shaft connected to the friction disk at one end;
- a pressure disk unit comprising:
- a pressure disk;
- a diaphragm spring, wherein the diaphragm spring is connected to
the pressure disk;
- a cover disk, wherein the cover disk is attached to the flywheel;
- a plurality of gear pair located at other end of the input shaft;
characterized in that, the second face of the flywheel is connected to first side of the friction disk of the torque transmitting unit, wherein the friction disk is configured to selectively engage or disengage with the flywheel.
The present disclosure provides the aforementioned powertrain for an electric vehicle. The powertrain as describes herein comprises a motor with an output rotor, a flywheel having a first face and a second face and wherein the first face of the flywheel is connected to the output rotor of the motor with the help of an adapter plate. The powertrain further comprises a torque transmitting unit that comprises a friction disk, an input shaft connected to the friction disk at one end. The pressure disk unit also comprises a pressure disk, a diaphragm spring, wherein the diaphragm spring is connected to the pressure disk, a cover disk, wherein the cover disk is attached to the flywheel. The torque transmitting unit also comprises a plurality of gear pairs located at the other end of the input shaft. Furthermore, the second face of the flywheel is connected to the first side of the friction disk of the torque transmitting unit, wherein the friction disk is configured to selectively engage or disengage with the flywheel.
The present disclosure, as aforementioned, provides the integration of the clutch and gearbox with an electric motor. The electric motor is not without the drawbacks when used as the primary source of motion in the electric vehicle, despite its many benefits in the automotive world. The primary drawbacks are diminished efficiency of the electric motor in the electric vehicles, while delivering the higher power to achieve the higher speeds, and delivering higher torque for a longer duration, when higher speed and higher torque is required. Another drawback of the electric vehicle with conventional powertrains is the limited driveable range of the electric vehicle.
Furthermore, the electric motors of the electric vehicle are inherently designed to deliver all the available torque at very low RPM, and to have a constant power output after a threshold RPM is achieved. Furthermore, the torque output from the electric motor starts to decrease drastically, once the threshold RPM is achieved.
To overcome the aforementioned drawbacks, the present disclosure provides the aforementioned powertrain, which contains the electric motor integrated with the torque transmitting unit and the clutch set. The clutch set is situated between the electric motor and the torque transmitting unit. The aforementioned powertrain allows to efficiently regulate (increase and decrease) the power and torque delivered by the electric motor through its output rotor, in response to the power and torque demand. This regulation in the delivery of the power and torque of the electric motor, in response to the power and torque demand, actively improves the efficiency of the electric vehicle, and increases the driveable range of the electric vehicle. This is primarily because, the torque required to overcome the static resistance of the wheel (when the electric vehicle is stationary) is very high, as compared to the torque required to overcome the sliding resistance (when the electric vehicle has begun to move), and as compared to the torque required to overcome the rolling resistance (when the electric vehicle is in motion). The powertrain, as aforementioned, allows the user to regulatively increase the output torque of the electric motor when there is a demand for higher torque, such as in case of going uphill from the stationary position (dead stop), or in case of towing a huge load from the stationary position (dead stop). The powertrain, as aforementioned, also allows the user to regulatively decrease the output torque, and regulatively increase the output power from the electric motor, such as in the case when a higher speed is required on the highway (where torque not required, as much as power).
This selective regulation in the power and torque outputs of the electric motor in the aforementioned powertrain, is possible by the virtue of the selective engagement and/or disengagement of the friction disk and the flywheel, which further subsequently engages and disengages various gear pairs, having different gear ratios, to regulatively increase or decrease the power and torque outputs from the electric motor. Particularly, when the higher torque is required, the gear pair having bigger gears with a higher gear ratio is selected. This will amplify the torque output of the electric motor, without increasing the electric power consumption of the electric motor. Thus, it ultimately increases the efficiency of the motor, and the driveable range of the electric vehicle.
Furthermore, when a higher speed is required, the gear pair having relatively smaller gears with a smaller gear ratio is selected. This will amplify the power output of the electric motor, without increasing the electric power consumption of the electric motor. Thus, it ultimately increases the efficiency of the motor and the driveable range of the electric vehicle.
In addition to this, while achieving a higher speed, the torque output of the electric motor will drastically decrease after a threshold RPM is achieved. However, by the virtue of the aforementioned powertrain, the torque output of the electric motor at higher RPM will be stabilized, instead of getting drastically decreased.
Optionally, the second side of the friction disk is connected to the pressure disk, wherein the friction disk is configured to selectively engage or disengage with the flywheel in response to the movement of the pressure disk.
Optionally, the diaphragm spring is situated between the pressure disk and the cover disk, wherein a fulcrum ring of the diaphragm spring is permanently connected to the pressure disk.
Optionally, the first face of the flywheel is connected to the output rotor of the motor using an adapter plate.
Optionally, the first face of the flywheel is directly connected to the output rotor of the motor using a gear pair.
Optionally, the motor comprises an enclosure configured to house the flywheel, and the torque transmitting unit within the enclosure.
Optionally, the enclosure comprises at least one primary output rotor, wherein the primary output rotor comprises a first end and a second end, wherein the first end of the primary output rotor is connected to the other end of the input shaft, wherein the second end of the primary output rotor is connected to at least one output wheel.
Optionally, the output rotor of the motor, the flywheel, and the torque transmitting unit are arranged in an in-line fashion inside the enclosure of the motor.
Optionally, the output rotor of the motor is arranged at a right angle to the flywheel, and the torque transmitting unit, wherein the flywheel, and the torque transmitting unit are arranged in an in-line fashion inside the enclosure of the motor.
Optionally, the output rotor of the motor is arranged parallel to the flywheel, and the torque transmitting unit.
Additional aspects, advantages, features, and objects of the present disclosure would be made apparent from the drawings and the detailed description of the illustrative embodiments construed in conjunction with the appended claims that follow.
It will be appreciated that features of the present disclosure are susceptible to being combined in various combinations without departing from the scope of the present disclosure as defined by the appended claims.
A better understanding of the present invention may be obtained through the following examples which are set forth to illustrate but are not to be construed as limiting the present invention.
BRIEF DESCRIPTION OF DRAWINGS
The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.
Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:
Fig. 1 is a schematic illustration of a powertrain 100 for an electric vehicle, wherein the output rotor of the electric motor is directly connected to the flywheel using a gear pair 114.
Fig. 2 is a schematic illustration of a powertrain 200 for an electric vehicle, wherein the output rotor of the electric motor is directly connected to the flywheel using a gear pair 214.
Fig. 3 is a schematic illustration of a powertrain 300 for an electric vehicle, wherein the output rotor 312 of the electric motor 318 is arranged at a right angle to the flywheel 316, and the torque transmitting unit, wherein the flywheel 316, and the torque transmitting unit are arranged in an in-line fashion inside the enclosure of the motor, wherein the torque transmitting unit comprises clutch plate 310, flywheel 316 and a plurality of gear pairs 302, 304, 306, wherein the output rotor 312 of the electric motor 318 is connected to the flywheel 316 via a gear pair 314 and the adapter plate 320.
In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item to which the arrow is pointing.
DETAILED DESCRIPTION OF EMBODIMENTS
The following detailed description illustrates embodiments of the present disclosure and the ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognize that other embodiments for carrying out or practicing the present disclosure are also possible.
The terms “a” and “an” herein do not denote a limitation of quantity, but rather denote the presence of at least one of the referenced items. The terms “having”, “comprising”, “including”, and variations thereof signify the presence of a component.
In a first aspect, embodiments of the present disclosure provide a powertrain for an electric vehicle, the powertrain comprising:
- a motor having an output rotor;
- a flywheel having a first face and a second face, wherein the first face of the flywheel is connected to the output rotor of the motor;
- a torque transmitting unit comprising:
- a friction disk;
- an input shaft connected to the friction disk at one end;
- a pressure disk unit comprising:
- a pressure disk;
- a diaphragm spring, wherein the diaphragm spring is connected to
the pressure disk;
- a cover disk, wherein the cover disk is attached to the flywheel;
- a plurality of gear pair located at other end of the input shaft;
characterized in that, the second face of the flywheel is connected to first side of the friction disk of the torque transmitting unit, wherein the friction disk is configured to selectively engage or disengage with the flywheel.
In the first aspect of the embodiment, the powertrain for an electric vehicle, the powertrain comprises a motor with an output rotor, a flywheel having a first face and a second face, and wherein the first face of the flywheel is connected to the output rotor of the motor with the help of an adapter plate. The powertrain further comprises a torque transmitting unit that comprises a friction disk, and an input shaft connected to the friction disk at one end. The pressure disk unit also comprises a pressure disk, a diaphragm spring, wherein the diaphragm spring is connected to the pressure disk, and a cover disk, wherein the cover disk is attached to the flywheel. The torque transmitting unit also comprises a plurality of gear pairs located at the other end of the input shaft. Furthermore, the second face of the flywheel is connected to the first side of the friction disk of the torque transmitting unit, wherein the friction disk is configured to selectively engage or disengage with the flywheel.
The present disclosure, as aforementioned, provides the integration of the clutch and gearbox with an electric motor, in an electric vehicle. The electric motor is not without drawbacks when used as the primary source of propulsion in the electric vehicle, despite its many benefits in the automotive world. The primary drawbacks include diminished efficiency of the electric motor in the electric vehicles while delivering the higher power to achieve the higher speeds, and delivering higher torque for a longer duration, when higher speed and higher torque are required. Another drawback of the electric vehicle with conventional powertrains is the limited driveable range of the electric vehicle. Particularly, the torque output from the electric motors tends to decrease drastically after the electric motor has achieved a threshold RPM, and this renders the electric motor useless in case of high torque demand situations. Similarly, the power output of the electric motor becomes constant after a threshold RPM has been achieved, and this renders the electric motor useless in case of high power demand situations.
Furthermore, the electric motors of the electric vehicle are inherently designed to deliver all the available torque at very low RPM, and to have a constant power output after a threshold RPM is achieved. Furthermore, the torque output from the electric motor starts to decrease drastically, once the threshold RPM is achieved.
Particularly, the technical problem that the invention, as disclosed in the present disclosure, aims to overcome is to provide an efficient, compact, easy-to-install, easy-to-uninstall, easy-to-maintain powertrain for the electric vehicle.
A yet another technical problem that the invention, as disclosed in the present disclosure, aims to overcome is to improve the driveable range of the electric vehicle without altering the characteristics of the electric motor, battery and battery management system.
A yet another technical problem that the invention, as disclosed in the present disclosure, aims to overcome is to mechanically regulate the torque and power output from the electric motor, based on the torque and power demand.
To overcome the aforementioned technical problems, the present disclosure provides the aforementioned powertrain, which contains the electric motor integrated with the torque transmitting unit and the clutch set. The clutch set is situated between the electric motor and the torque transmitting unit. The aforementioned powertrain allows to efficiently regulate (increase and decrease) the power and torque delivered by the electric motor through its output rotor, in response to the power and torque demand. This regulation in the delivery of the power and torque of the electric motor, in response to the power and torque demand, actively improves the efficiency of the electric vehicle, and increases the driveable range of the electric vehicle. This is primarily because, the torque required to overcome the static resistance of the wheel (when the electric vehicle is stationary) is very high, as compared to the torque required to overcome the sliding resistance (when the electric vehicle has begun to move), and as compared to the torque required to overcome the rolling resistance (when the electric vehicle is in motion).
Static Resistance > Sliding Resistance > Rolling Resistance (eq. 1)
The powertrain, as aforementioned, allows the user to regulatively increase the output torque of the electric motor when there is a demand for higher torque, such as in case of going uphill from the stationary position (dead stop), or in case of towing a huge load from the stationary position (dead stop). The powertrain, as aforementioned, also allows the user to regulatively decrease the output torque, and regulatively increase the output power from the electric motor, such as in the case when a higher speed is required on the highway (where torque not required, as much as power).
This selective regulation in the power and torque outputs of the electric motor in the aforementioned powertrain, is possible by the virtue of the selective engagement and/or disengagement of the friction disk and the flywheel, which further subsequently engages and disengages various gear pairs, having different gear ratios, to regulatively increase or decrease the power and torque outputs from the electric motor. Particularly, when the higher torque is required, the gear pair having bigger gears with a higher gear ratio is selected. This will amplify the torque output of the electric motor, without increasing the electric power consumption of the electric motor. Thus, it ultimately increases the efficiency of the motor, and driveable range of the electric vehicle.
Furthermore, when a higher speed is required, the gear pair having relatively smaller gears with smaller gear ratio is selected. This will amplify the power output of the electric motor, without increasing the electric power consumption of the electric motor. Thus, it ultimately increases the efficiency of the motor, and driveable range of the electric vehicle.
In addition to this, while achieving the higher speed, the torque output of the electric motor will drastically decrease after a threshold RPM is achieved. However, by the virtue of the aforementioned powertrain, the torque output of the electric motor at higher RPM will be stabilized, instead of getting drastically decreased.
Advantageously, in the present aspect of the embodiment, the power and torque output from the electric motor is selectively and mechanically regulated, in response to the demand of power and torque, which consequently increases the driveable range of the electric vehicle. This is primarily because the user can mechanically select a suitable gear pair, having the suitable gear ratio, to regulate power and torque outputs from the electric motor. For instance, a user needs maximum torque to pull a load uphill, but the electric motor is designed to have a limited amount of torque which will diminish, as the RPM of the electric motor increases and as the electric motor heats up, in such a case the user can select a gear pair with bigger gears, having high gear ratio to amplify the torque output of the electric motor without damaging and/or heating the electric motor.
Advantageously, in the present aspect of the embodiment, the power and torque outputs of the electric motor in the electric vehicle are selectively and mechanically regulated, without altering the characteristics of the electric motor itself. This eradicates the need to developing a specialized electric motor based on the higher power and torque requirements. Furthermore, the present aspect of the embodiment also allows for the use of electric motors with significantly lower power and torque outputs to be used in the electric vehicle. The electric motors with lower power and torque outputs, consume relatively lesser electrical power, inherently. The use of such electric motors, not only bring down the production costs, and running costs of the electric vehicle but also improves the driveable range of the electric vehicle.
Advantageously, the present aspect of the embodiment overcomes the primarily technical problem of the torque of the electric motor, being drastically decreasing as the RPM of the electric motors increases. The user mechanically selects the gear pair with higher gear ratio to amplify the torque output form the electric motor, even at higher RPM.
Advantageously, the present aspect of the embodiment is suitable to be used in the Hybrid Electric Vehicles, Plug-in Hybrid Electric Vehicles, Battery Electric Vehicles and Fuel Cell Electric Vehicles.
Throughout the present disclosure, the term “Electric Vehicle” (EV) as used herein relates to a vehicle that uses one or more electric motors for propulsion. It can be powered by a collector system, with electricity from extravehicular sources, or it can be powered autonomously by a battery (sometimes charged by solar panels, or by converting fuel to electricity using fuel cells or a generator). EVs have an electric motor instead of an internal combustion engine (ICE). Most EVs use lithium-ion batteries, which have higher energy density, longer life span and higher power than most other practical batteries. There are four main types of EVs, which are Hybrid EVs, Plug-in Hybrid EVs, Battery EVs and Fuel cell EVs. The Hybrid EVs (HEVs) and the plug-in hybrid EVs are both powered by petrol and electricity. The former generates energy through the car’s own braking system to recharge the battery, while the latter can recharge through any external source of electricity. Meanwhile, the battery EVs (BEVs) are fully electric, meaning that the vehicle emits no emissions from the exhaust and does not contain the typical liquid fuel components, such as a fuel pump, fuel line, or fuel tank. The electric vehicle includes, but not limited to, electric cars, electric bikes, electric scooters, electric trucks, electric trains, electric ships, electric yachts, electric ships and so on.
Throughout the present disclosure, the term “Hybrid electric vehicle” (EV) as used herein relates to a vehicles which are powered by an internal combustion engine and one or more electric motors, which uses energy stored in batteries. A hybrid electric vehicle cannot be plugged in to charge the battery. Instead, the battery is charged through regenerative braking and by the internal combustion engine. The extra power provided by the electric motor can potentially allow for a smaller engine. The battery can also power auxiliary loads and reduce engine idling when stopped. Together, these features result in better fuel economy without sacrificing performance.
Throughout the present disclosure, the term “Plug-in Hybrid Electric Vehicles” (PHEV) as used herein relates to a vehicle which uses batteries to power an electric motor and another fuel, such as gasoline, to power an internal combustion engine (ICE). PHEV batteries are configured to be charged using a wall outlet or charging equipment, by the ICE, or through regenerative braking. The vehicle typically runs on electric power until the battery is nearly depleted, and then the car automatically switches over to use the ICE.
Throughout the present disclosure, the term “Battery Electric Vehicles” as used herein relates to a type of electric vehicle (EV) that exclusively uses chemical energy stored in rechargeable battery packs, with no secondary source of propulsion (e.g. hydrogen fuel cell, internal combustion engine, etc.). Battery EVs use electric motors and motor controllers instead of internal combustion engines for propulsion. They derive all power from battery packs and thus have no internal combustion engine, fuel cell, or fuel tank. Battery EVs include, but are not limited to, motorcycles, bicycles, scooters, skateboards, railcars, watercraft, forklifts, buses, trucks, and cars.
Throughout the present disclosure, the term “Fuel cell electric vehicle” as used herein relates to a vehicle which uses a propulsion system similar to that of electric vehicles, where energy stored as hydrogen is converted to electricity by the fuel cell. Unlike conventional internal combustion engine vehicles, these vehicles produce no harmful tailpipe emissions.
Throughout the present disclosure, the term “Powertrain” as used herein relates to an assembly of every component that pushes your vehicle forward. Vehicle’s powertrain creates power from the engine/motor and delivers it to the wheels on the ground. The key components of a conventional powertrain include an engine/motor, transmission, driveshaft, axles, and differential. The powertrain is crucial because without the system working properly, the vehicle cannot move forward. To sum up, it's a group of parts that generate, convert, and consume energy to thrust the vehicle into motion. The powertrain includes, but not limited to, Four-Wheel Drive powertrain, All-Wheel Drive powertrain, Rear-Wheel Drive powertrain, Front-Wheel Drive powertrain. Four-Wheel Drive powertrain – With the four-wheel drive option, all four wheels have traction, which is great for driving in bad weather, off road adventures and pulling trailers, boats, campers, etc. The rear-wheel drive stays engaged all the time but user have the option of using or not using the front-wheel drive based on the requirements. All-Wheel Drive powertrain – It is similar to the four-wheel drive but all of the wheels are pulling at the same time, all the time. Rear-Wheel Drive Powertrain – In this only the rear wheels have the traction and are powered by the electric motor, in the electric vehicle. The rear-wheel drive is great for pulling heavy trailers and large loads because it gets better traction and it puts less strain on the vehicle. The electric two-wheelers majorly utilize the rear-wheel drive powertrains. Front-Wheel Drive powertrain – Only the front-wheel have the traction and is powered by the electric motor.
Advantageously, the present aspect of the embodiment, as aforementioned is configured to be used in at least one of the aforementioned types of powertrains, such as but not limited to four-wheel drive powertrain, all-wheel drive powertrain, rear-wheel drive powertrain and front-wheel drive powertrain, in the electric vehicles.
In a particular implementation of the invention, a rear-wheel drive powertrain is utilized in an electric two-wheeler, such as but not limited to electric bike, electric scooter, and electric bicycle. The rear wheel of the electric two-wheeler is powered by the powertrain, as disclosed above.
In an another implementation of the invention, a rear-wheel drive powertrain is utilized in an electric three-wheeler, such as but not limited to electric reverse strike vehicle, electric tuk-tuk, electric tricycle.
Throughout the present disclosure, the term “Motor” as used herein relates to an electric motor. an electric motor is an electrical machine that converts electrical energy into mechanical energy. The electric motors operate through the interaction between the motor's magnetic field and electric current in a wire winding to generate force in the form of torque applied on the motor's output rotor shaft. The types of electric motor used in the electric vehicle includes, but not limited to DC Series Motor, Brushless DC Motor, Permanent Magnet Synchronous Motor (PMSM), Three Phase AC Induction Motors, and Switched Reluctance Motors (SRM).
Throughout the present disclosure, the term “Flywheel” as used herein relates to a rotating disc that stores kinetic energy in its momentum. Particularly, flywheels are an energy storage technology consisting of rapidly spinning discs that may discharge their energy in minutes. The flywheel includes, but not limited to, Solid disc flywheel, Rimmed flywheel, High-velocity flywheel, Low-velocity flywheel.
In a particular embodiment of the invention, as disclosed in the present disclosure the powertrain comprises a flywheel having a first face and a second face. The first face of the flywheel is connected to the output rotor of the motor, using an adapter plate. Furthermore, the second face of the flywheel is connected to the first side of the friction disk of the torque transmitting unit, wherein the friction disk is configured to selectively engage or disengage with the flywheel in response to the movement of the master cylinder.
In another particular embodiment of the invention, as disclosed in the present disclosure the flywheel is connected to the output rotor of the motor by using a gear pair, situated on the first face side of the flywheel.
In another particular embodiment of the invention, as disclosed in the present disclosure the output rotor of the electric motor is arranged at the right angle to the flywheel, and the torque transmitting unit, wherein the flywheel, and the torque transmitting unit are arranged in an in-line fashion.
In another particular embodiment of the invention, as disclosed in the present disclosure the output rotor of the motor is arranged parallel to the flywheel, and the torque transmitting unit, wherein the output rotor of the motor is connected to flywheel using a gear pair.
Throughout the present disclosure, the term “Torque Transmitting Unit” as used herein relates to a manual transmission (MT), also known as manual gearbox which is a multi-speed motor vehicle transmission system, where gear changes require the user/driver to manually select the gears by operating a gear stick and clutch (which is usually a foot pedal for cars or a hand lever for motorcycles). A manual transmission requires the user/driver to operate the gear stick and clutch in order to change gears. The manual transmission allows the user/driver to select any gear ratio at any time, for example shifting from 2nd to 4th gear, or 5th to 3rd gear. The torque transmitting unit includes, but not limited to the two-speed gearbox, three-speed gearbox, four-speed gearbox, five-speed gearbox and six-speed gearbox.
In a particular embodiment of the invention, the torque transmitting unit is a three-speed manual transmission and arranged in an in-line fashion with the output rotor of electric motor and the flywheel. Furthermore, the manual selection of gears mechanically regulates the power and torque output of the electric motor, without altering the characteristics of the electric motor.
Optionally, the second side of the friction disk of the aforementioned powertrain is connected to the pressure disk, wherein the friction disk is configured to selectively engage or disengage with the flywheel in response to the movement of the pressure disk. The movement of the pressure disk is dependent upon the movement of clutch master cylinder, which is ultimately connected to the clutch pedal.
Throughout the present disclosure, the term “Pressure Disk” as used herein also refers to as clutch pressure plate. A pressure disk, as used herein relates to a heavy metal circular plate that works in conjunction with springs and levers to apply pressure to the main clutch plate. When pressure is applied, the main plate moves against the flywheel, allowing energy to shift from the crankshaft into the gearbox before moving on to provide torque to the wheels. The manual gearboxes have clutch pedals, which when pressed down will disengage the pressure plate, the clutch plate and the flywheel, interrupting the stream of power and allowing the driver to change the gear ratio, or in other words to shift up or down in gear. The types of pressure disk include, but not limited to Long style, Brog Style, and Diaphragm.
In a particular embodiment of the invention, the diaphragm type pressure disk is utilized in the powertrain, as aforementioned.
Throughout the present disclosure, the term “Friction Disk”, as used herein relates to a disk clutch that is used in a vehicle's manual transmission gearbox and is sandwiched between the flywheel and the pressure plate. The friction disk includes, but not limited to Molded disc, Metal disc, Single-plate type, and Dual-plate type.
Optionally, the diaphragm spring is situated between the pressure disk and the cover disk, wherein a fulcrum ring of the diaphragm spring is permanently connected to the pressure disk.
Throughout the present disclosure, the term “Diaphragm Spring”, as used herein relates to a circular structure, made up of solid metal having multiple metal finger-like structures which are connected to the outer perimeter of the circular structure.
Optionally, the first face of the flywheel is connected to the output rotor of the motor using an adapter plate. The output rotor of the electric motor is configured to have cylindrical shape, and to reliably and efficiently attach the flywheel the output rotor, the adapter plate is used.
Throughout the present disclosure, the term “Adapter Plate”, as used herein relates to a solid metal disk which connects to the output rotor at one side, and connects to the flywheel at the another side. The output rotor connects at the center of the adapter plate, wherein adapter plate has a hollow cylindrical protrusion to intake the output rotor, wherein the inner diameter of the protrusion is slightly greater than the diameter of the output rotor. The adapter plate, and the protrusion at the centre of the adapter plate comprises of holes for passing the screws and bolts in order to connect to the output rotor and flywheel.
Advantageously, the adapter plate ensures a reliable connection between the output rotor and flywheel. This is of significant advantage because, electric motors are configured for instant delivery of all available torque, which could be in excess of 1500 Nm, and this huge amount of torque has to be delivered through the output rotor of the motor, which are inherently smaller in size. This creates a dangerous scenario where huge amount of torque has to be delivered by a smaller-sized output rotor, it will eventually damage the component attached to the smaller-sized output rotor. Thus, to avoid damage to the flywheel by the output rotor having huge torque, an adapter plate is used. The adapter plate has the diameter half to the diameter of the flywheel, and dissipates the huge amount of torque to the flywheel, safely.
Optionally, the first face of the flywheel is directly connected to the output rotor of the motor using a gear pair. In an another embodiment, the output rotor of the electric motor is connected to the flywheel with the help of a gear pair, which are situated between the first face of the flywheel and output rotor of the motor.
Optionally, the powertrain comprises an enclosure configured to house the motor, flywheel, and torque transmitting unit within the enclosure. In the present invention, all the components of the powertrain, as aforementioned are enclosed inside the enclosure. The enclosure is configured to house the electric motor, flywheel and torque transmitting unit along with a primary output rotor, which protrudes from the enclosure and connects to at least one wheel. The primary output rotor has a first and a second end and first end connects to the to the other end of the input shaft, wherein the second end of the primary output rotor is connected to at least one output wheel of the vehicle.
Advantageously, the enclosure having electric motor, flywheel and torque transmitting unit along with a primary output rotor, ensures a compact, easy-to-install, easy-to-maintain, easy-to-operate, and efficient powertrain. Furthermore, the aforementioned powertrain can be replaced in significantly less time, in case of the breakdown.
In a particular embodiment of the invention, the output rotor of the motor, the flywheel and the torque transmitting unit are arranged in an in-line fashion inside the enclosure.
Advantageously, the in-line arrangement of the output rotor of the motor, the flywheel and the torque transmitting unit, makes the powertrain simple, easy-to-repair and maintain and.
In an another embodiment of the invention, the output rotor of the motor is arranged at right angle to the flywheel, and the torque transmitting unit, wherein the flywheel, and the torque transmitting unit are arranged in an in-line fashion inside the enclosure.
Advantageously, the right angle arrangement of the output rotor of the motor with flywheel and the torque transmitting unit makes the powertrain significantly compact and suitable for application in vehicles that are smaller in size.
DETAILED DESCRIPTION OF DRAWINGS
Referring to Fig. 1, there is shown a schematic illustration of a powertrain 100 for an electric vehicle, wherein the output rotor of the electric motor is directly connected to the flywheel 116 using a gear pair 114. The output rotor of the motor 112 is connected to the gear pair 114, and the gear pair 114 is further connected to the clutch set 110. The clutch set 110 is further connected to the gear pair 102, 104, 106. The output rotor 112 of the motor delivers the power and torque to primary output rotor 108 through clutch set 110 and gear pair 102, 104, 106, and the primary output rotor 108 is further connected to at least one output wheel (not shown in the diagram) of the vehicle.
Fig. 2 is a schematic illustration of a powertrain 200 for an electric vehicle, wherein the output rotor of the electric motor is directly connected to the flywheel 216 using a gear pair 214. The output rotor of the motor 212 is connected to the gear pair 214, and the gear pair 214 is further connected to the clutch set 210. The clutch set 210 is further connected to the gear pair 202, 204, 206. The output rotor 212 of the motor (not shown in the figure) delivers the power and torque to primary output rotor 208 through clutch set 210 and gear pair 202, 204, 206, and the primary output rotor 208 is further connected to at least one output wheel (not shown in the figure) of the vehicle.
Fig. 3 is a schematic illustration of a powertrain 300 for an electric vehicle, wherein the output rotor 312 of the electric motor 318 is arranged at a right angle to the flywheel 316, and the torque transmitting unit, wherein the flywheel 316, and the torque transmitting unit are arranged in an in-line fashion inside the enclosure of the motor, wherein the torque transmitting unit comprises clutch plate 310, flywheel 316 and a plurality of gear pairs 302, 304, 306, wherein the output rotor 312 of the electric motor 318 is connected to the flywheel 316 via a gear pair 314 and the adapter plate 320.
Modifications to embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as “including”, “comprising”, “incorporating”, “have”, “is” used to describe and claim the present disclosure are intended to be construed in a non-exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural.
, Claims:I/We Claim:
1. A powertrain for an electric vehicle, the powertrain comprising:
- a motor having an output rotor;
- a flywheel having a first face and a second face, wherein the first face of the flywheel is connected to the output rotor of the motor;
- a torque transmitting unit comprising:
- a friction disk;
- an input shaft connected to the friction disk at one end;
- a pressure disk unit comprising:
- a pressure disk;
- a diaphragm spring, wherein the diaphragm spring is connected to
the pressure disk;
- a cover disk, wherein the cover disk is attached to the flywheel;
- a plurality of gear pair located at other end of the input shaft;
characterized in that, the second face of the flywheel is connected to first side of the friction disk of the torque transmitting unit, wherein the friction disk is configured to selectively engage or disengage with the flywheel.
2. The powertrain for an electric vehicle, as claimed in claim 1, wherein second side of the friction disk is connected to the pressure disk, wherein the friction disk is configured to selectively engage or disengage with the flywheel in response to the movement of the pressure disk.

3. The powertrain for an electric vehicle, as claimed in claim 1, wherein the diaphragm spring is situated between the pressure disk and the cover disk, wherein a fulcrum ring of the diaphragm spring is permanently connected to the pressure disk.

4. The powertrain for an electric vehicle, as claimed in claim 1, wherein the first face of the flywheel is connected to the output rotor of the motor using an adapter plate.

5. The powertrain for an electric vehicle, as claimed in claim 1, wherein the first face of the flywheel is directly connected to the output rotor of the motor using a gear pair.

6. The powertrain for an electric vehicle, as claimed in claim 1, wherein the powertrain comprises an enclosure configured to house the motor, flywheel, and the torque transmitting unit within the enclosure.

7. The powertrain for an electric vehicle, as claimed in claims 1 and 6, wherein the enclosure comprises at least one primary output rotor, wherein the primary output rotor comprises a first end and a second end, wherein the first end of the primary output rotor is connected to the other end of the input shaft, wherein the second end of the primary output rotor is connected to at least one output wheel.

8. The powertrain for an electric vehicle, as claimed in claims 1 and 6, wherein the output rotor of the motor, the flywheel, and the torque transmitting unit are arranged in an in-line fashion inside the enclosure.

9. The powertrain for an electric vehicle, as claimed in claims 1 and 6, wherein the output rotor of the motor is arranged at right angle to the flywheel, and the torque transmitting unit, wherein the flywheel, and the torque transmitting unit are arranged in an in-line fashion inside the enclosure.

10. The powertrain for an electric vehicle, as claimed in claims 1 and 6, wherein the output rotor of the motor is arranged parallel to the flywheel, and the torque transmitting unit.