GB2553172A

GB2553172A - Electrical vehicle drive train and method of operation

Info

Publication number: GB2553172A
Application number: GB1706020.3A
Authority: GB
Inventors: lam Albert
Original assignee: Detroit Electric EV Technologies Zhejiang Ltd
Current assignee: Detroit Electric EV Technologies Zhejiang Ltd
Priority date: 2017-04-13
Filing date: 2017-04-13
Publication date: 2018-02-28
Also published as: GB201706020D0

Abstract

An electrical drive train 200 for providing power to the wheels 60A, 60B of an electrical vehicle. An electrical motor 210 provides torque at its output shaft. A clutch arrangement 30 has an input shaft for receiving the torque from the electrical motor and an output shaft for providing a coupled output torque. The clutch arrangement couples torque from its input shaft to its output shaft when in an engaged state. The drive train further includes a gearbox arrangement 40 with an input shaft for receiving the coupled output torque from the clutch arrangement and an output shaft for providing a geared output torque. A differential gear arrangement 50 has an input shaft for receiving the geared output torque from the gearbox arrangement, and a pair of output shafts for driving the wheel arrangement. A drive train management system 250 may be included for providing clutch slip control, manual and automatic modes for the gearbox, and temporal filtering for changing the responsiveness of an acceleration signal. The drive train may be converted from an internal combustion engine drive train by replacing the engine with an electric motor. Regenerative braking may be provided. A corresponding method is also disclosed.

Description

(71) Applicant(s):

Detroit Electric EV Limited

No.528 Lvyuan Road, Yixing City, Jiangsu Province, 214200, China (72) Inventor(s):

Albert Lam (56) Documents Cited:

GB 1512106 A EP 1650416 A US 5775293 A US 20120042851 A

EP 1939059 A DE 019534633 A US 20140372012 A US 20040254656 A

How do I do an electric vehicle conversion without (74) Agent and/or Address for Service:

Basck Ltd

Saxon Road, CAMBRIDGE, Cambridgeshire, CB5 8HS, United Kingdom using the transmission?, dated 2009 by URL and answer dates, available at: https:// answers.yahoo.com/question/index?

qid=20090108215553AA47lzh

EV Conversion; Why Keep The Transmission?, dated (with relevant comments) to February 2013, available at: https://web.archive.org/ web/20130206125311 /http://www.electric-cars-are-forgirls.com/ev-conversion-why-keep-thetransmission.html

Automatic Transmission With Manual Mode, published October 2013, available at: http:// www.autotrader.com/car-info/definitions-automatic- transmission-with-manual-mode-215704 (continued on next page) (54) Title of the Invention: Electrical vehicle drive train and method of operation Abstract Title: Electrical drive train with a clutch, gearbox, and differential gear (57) An electrical drive train 200 for providing power to the wheels 60A, 60B of an electrical vehicle. An electrical motor 210 provides torque at its output shaft. A clutch arrangement 30 has an input shaft for receiving the torque from the electrical motor and an output shaft for providing a coupled output torque. The clutch arrangement couples torque from its input shaft to its output shaft when in an engaged state. The drive train further includes a gearbox arrangement 40 with an input shaft for receiving the coupled output torque from the clutch arrangement and an output shaft for providing a geared output torque. A differential gear arrangement 50 has an input shaft for receiving the geared output torque from the gearbox arrangement, and a pair of output shafts for driving the wheel arrangement. A drive train management system 250 may be included for providing clutch slip control, manual and automatic modes for the gearbox, and temporal filtering for changing the responsiveness of an acceleration signal. The drive train may be converted from an internal combustion engine drive train by replacing the engine with an electric motor. Regenerative braking may be provided. A corresponding method is also disclosed.

200

FIG. 5

GB 2553172 A continuation (56) Documents Cited:

Electronic Throttle Control Advances, published March 2009, available at: http://www.autospeed.com/cms/ article.html?&title=Electronic-Throttle-ControlAdvances&A=111116

The Pedalbox: Response, dated April 2015 by Wayback Machine, available at: https://web.archive.org/ web/20150406162201 /http://www.pedalbox.com:80/en/ product/response/

The New Way of Getting Performance, dated January

2015, available at: https://web.archive.org/ web/20150120064855/https://www.pedalcommander.com/

Regenerative Braking, posted 2008, last edited 2011, available at: http://www.diyelectriccar.com/forums/ showthread.php?t=8848

Automated Manual Transmission, published September 2013, available at: http://www.autotrader.com/car-info/ definitions-automated-manual-transmission-214430 (58) Field of Search:

INT CL F02D Other: WPI, EPODOC

1/4

FIG. 1

FIG. 2

2/4

200

FIG. 3

FIG. 4

3/4

200

FIG. 5

600

FIG. 6

4/4

FIG. 7

- 1 ELECTRICAL VEHICLE DRIVE TRAIN AND METHOD OF OPERATION

TECHNICAL FIELD

The present disclosure relates to electrical vehicle drive trains. Moreover, the present disclosure is concerned with the methods of operating aforesaid electrical vehicle drive trains. Furthermore, the present invention relates to software products stored on machine-readable data storage carrier and executable upon computing hardware for implementing aforesaid methods.

BACKGROUND

Pure electrical vehicles, and also hybrid vehicles including a combination of electric motor and internal combustion engine arrangements, are well known. Often, for example for development and design cost reduction reasons, pure electrical vehicles, and also hybrid vehicles, are developed from known internal combustion engine vehicle designs. A reason for such an approach is that designs of internal combustion engine vehicles are well known to the public, and in the minds of some vehicle drivers, a notion of pure electric vehicles evokes thoughts of slow and clumsy vehicle designs of past decades, for example vehicles based upon the use of Lead Acid accumulators.

A further reason to base a design of pure electrical vehicles and also hybrid vehicles on known internal combustion engine vehicle designs is that the electric vehicles will generally present a familiar type of mechanical user interface (namely, look-and-feel”} to a given driver, for example in respect of driving experience, foot pedal coordination, steering coordination, and so forth. Therefore, there exists a need for adapting a conventional design of internal combustion engine vehicles into a pure electrical vehicle, whilst retaining mechanical user interface characteristics (namely, look-and-feel} of the conventional design of internal

-2combustion engine vehicles. However, adapting such a design is especially difficult in high-price prestige performance vehicles where driver expectations are particularly demanding in terms of vehicle design and driving performance.

SUMMARY

The present disclosure seeks to provide an improved electrical vehicle drive train, for example an improved electrical vehicle drive train that is evolved from an internal combustion engine drive train.

Moreover, the present invention seeks to provide a method of manufacturing and operating an improved electrical vehicle drive train, for example an improved electrical vehicle drive train that is evolved from an internal combustion engine drive train.

According to a first aspect, there is provided an electrical drive train for providing in operation motive power to a wheel arrangement of an electrical vehicle, characterized in that the electrical vehicle drive train includes:

(a) an electrical motor for providing torque at its output shaft;

(b) a clutch arrangement having an input shaft for receiving the torque from the electrical motor, and an output shaft for providing a coupled output torque, wherein the clutch arrangement is operable to couple torque from its input shaft to its output shaft when in an engaged state, and to decouple its input shaft from its output shaft in a disengaged state;

(c) a gearbox arrangement having an input shaft for receiving the coupled output torque from the clutch arrangement, and an output shaft for providing a geared output torque; and (d) a differential gear arrangement having an input shaft for receiving the geared output torque from the gearbox arrangement, and a pair of

- 3output shafts for driving the wheel arrangement for propelling the electrical vehicle when in operation.

According to a second aspect, there is provided a method of using an electrical drive train for providing in operation motive power to a wheel arrangement of an electrical vehicle, characterized in that the method includes:

(a) using an electrical motor for providing torque at its output shaft;

(b) using a clutch arrangement having an input shaft for receiving the torque from the electrical motor, and an output shaft for providing a coupled output torque, wherein the clutch arrangement is operable to couple torque from its input shaft to its output shaft when in an engaged state, and to decouple its input shaft from its output shaft in a disengaged state;

(c) using a gearbox arrangement having an input shaft for receiving the coupled output torque from the clutch arrangement, and an output shaft for providing a geared output torque; and (d) using a differential gear arrangement having an input shaft for receiving the geared output torque from the gearbox arrangement, and a pair of output shafts for driving the wheel arrangement for propelling the electrical vehicle when in operation.

According to a third aspect, there is provided a software product recording on machine-readable data storage media, characterized in that the software product is executable upon computing hardware for implementing a method of using an electrical drive train for providing in operation motive power to a wheel arrangement of an electrical vehicle.

It will be appreciated that features of the invention are susceptible to being combined in various combinations without departing from the scope of the invention as defined by the appended claims.

-4The present invention is included in the general business context, which aims to substitute vehicles powered by traditional fuels, for example gasoline or diesel, by electric vehicles. In particular, the present invention is intended for use in electric vehicles used within cities, which can be highly beneficial to the local environment due to significant reduction of gaseous emissions as well as significant reduction of noise. Overall environmental benefits can also be significant when electric vehicles are charged from renewable energy sources.

DESCRIPTION OF THE DIAGRAMS

Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:

FIG. 1 is an illustration of a known type of drive train for a vehicle including an internal combustion engine;

FIG. 2 is an illustration of a physical implementation of component parts of the drive train of FIG. 1 when deployed in a vehicle;

FIG. 3 is an illustration of a drive train for a pure electrical vehicle pursuant to the present disclosure;

FIG. 4 is an illustration of a physical implementation for component parts of the drive train of FIG. 3 when deployed in a vehicle;

FIG. 5 is an illustration of a control arrangement employed in the pure electrical vehicle for controlling the drive train of FIG. 3;

FIG. 6 is a graph indicating relationship between rotation rates of output shaft of the electrical motor of and rotation rate of the output shaft of the clutch of FIG. 5 (indicated by rotation-rate indicative signals Rl, R2) with respect to time; and

FIG. 7 is an illustration of a physical implementation for component parts of the drive train of FIG. 5 when deployed in a vehicle.

In the accompanying diagrams, an underlined number is employed to represent an item over which the underlined number is positioned or an

-5item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing.

DESCRIPTION OF EMBODIMENTS

In overview, embodiments of the present disclosure are concerned with utilizing electrical motors to replace internal combustion engines in vehicle drive trains, and modifications that are required to improve performance of such electrical motor drive trains.

A drive train refers to component parts in a vehicle that are operable to generate torque to rotate one or more wheels of a vehicle to propel the vehicle. Moreover, a vehicle platform refers to a vehicle chassis and associated apparatus that is operable to support the aforesaid components of the drive train.

Referring to FIG. 1, there is shown a drive train of a known type of vehicle, for example for a high-performance compact automobile often referred to as being a sports car. The drive train is indicated generally by 10. The drive train 10 includes an internal combustion engine 20, optionally provided with a turbocharger 25. A rate of supply of combustible fuel supplied in operation to the internal combustion engine 20 is denoted by SI, and is controlled in response to user-depression of an accelerator pedal (namely, gas pedal) of the vehicle. The drive train

10 further includes a clutch arrangement 30 having an input shaft for receiving torque from the internal combustion engine 20 and an output shaft for supplying coupled torque to a gearbox arrangement 40. The clutch arrangement 30 is conveniently implemented to include an arrangement of two plates, wherein a first plate functions as a flywheel and is rotated in operation by the input shaft, and a second plate is

-6connected to the output shaft. In response to a clutch control denoted by a signal S2, the first and second plates are mutually coupled, either in a mutually slipping manner, or in a mutually non-slipping manner. In an automatic manner of operation, the signal S2 is automatically generated, whereas, in a manual manner of operation, the signal S2 is derived from a user-operated clutch pedal of the vehicle.

The gearbox arrangement 40 has an input shaft that is connected to the output shaft of the clutch arrangement 30, and an output shaft that is connected to an input shaft of a differential gear arrangement 50. The io gearbox arrangement 40 provides in operation various selectable gear ratios between its input shaft and output shaft. A desired gear ratio is selected via a signal S3 that is generated by a user-operated gear-change lever in a manual manner of operation of the drive train 10, and is generated automatically in an automatic manner of operation of the drive train 10 from a general gear regime specified by the user (for example, drive, reverse and park” modes of control). Left-hand and right-hand output shafts of the differential gear arrangement 50 are coupled via knuckle joints to left-hand and right-hand rear wheels 60A, 60B of the vehicle respectively.

Referring next to FIG. 2, there is a shown a schematic illustration of a practical implementation of the drive train 10 deployed in a vehicle indicated generally by 100. The vehicle 100 includes a platform 110 onto which the aforesaid drive train 10 is mounted, together with two seats 120, a steering arrangement 130, and front wheels 140. The wheels 60A, 60B, 140 are beneficially mounted upon wishbone-type suspension arrangements including hydraulic dampers and coil springs. The internal combustion engine 20 is mounted in a transverse configuration, namely its output shaft has an axis of rotation that is orthogonal to a front-to-rear elongate axis of the vehicle 100.

Substantially below the clutch arrangement 30 and the gearbox arrangement 40 is housed a fuel tank (not shown). Substantially at a

- 7region of the seats 120, and extending above the seats 120, is a roll bar (not shown) for protecting passengers of the vehicle 100 in an event of an accident occurring causing the vehicle 100 to roll over. A front region of the vehicle 100 between the front wheels 140 is provided with a crash protection arrangement (such as a crumple zone) for absorbing impact energy in an event of a crash or similar type of frontal collision.

It will be appreciated from FIG. 1 and FIG. 2 that the vehicle 100 is optimized for accommodating an internal combustion engine and for io providing a very high degree of driving performance. It is therefore extremely difficult for a person of ordinary technical skill to adapt the vehicle 100 to provide a corresponding pure electrical vehicle.

Referring next to FIGs. 3 and 4, there are shown various illustrations of an embodiment of the present disclosure. In FIG. 3, a pure electrical drive train is indicated generally by 200, and differs from the drive train 10 of FIG. 1. The electrical drive train 200 for providing in operation motive power to a wheel arrangement 60A, 60B, 140 of an electrical vehicle includes an electrical motor 210 for providing torque at its output shaft, and a clutch arrangement 30 having an input shaft for receiving the torque from the electrical motor 210 and an output shaft for providing a coupled output torque. Furthermore, the clutch arrangement 30 is operable to couple torque from its input shaft to its output shaft when in an engaged state, and to decouple its input shaft from its output shaft in a disengaged state. Additionally, the electrical drive train 200 includes a gearbox arrangement 40 having an input shaft for receiving the coupled output torque from the clutch arrangement 30 and an output shaft for providing a geared output torque. The electrical drive train 200 also includes a differential gear arrangement 50 having an input shaft for receiving the geared output torque from the gearbox arrangement 40, and a pair of output shafts for driving the wheel arrangement 60A, 60B for propelling the electrical vehicle when in operation. Optionally, the

- 8electrical drive train 200 is manufactured from an internal combustion vehicle drive train (such as the internal combustion vehicle drive train 10 of FIG. 1) including an internal combustion engine arrangement 20, 25, wherein the internal combustion engine arrangement 20, 25 is replaced by the electrical motor 210. The electrical motor 210, in a high performance vehicle, for example in a high-performance sports car, can be specified to have a peak power consumption of 200 kW or more, for example in a range of 200 kW to 300 kW, and an average power consumption in normal urban driving conditions in an order of 20 kW. The io electrical motor 210 is efficient, usually in excess of 70%, at converting electrical power applied to the electrical motor 210 to corresponding mechanical power transferred to the input shaft of the clutch arrangement 30. It will be appreciated that the electrical motor 210 can be implemented as a switched-reluctance motor, an induction motor, a brushed motor or similar. Optionally, the electrical motor 210 is implemented as an advanced high-speed motor with magnetic bearings, for example susceptible to rotating at 20,000 r.p.m., with a step-down gear arrangement within the electrical motor 210 to reduce a rotation rate so that the output shaft provides rotation rate R.1 comparable to that provided by the internal combustion engine 20. Such a high-rotation rate motor has less weight than a conventional electrical motor and is potentially more responsive to changes in the signal SI. Moreover, the electrical motor 210 is potentially incapable of being stalled, unlike an internal combustion engine, when excessively loaded at its output shaft.

It will be appreciated that, in substituting the internal combustion engine 20 with an electrical motor 210, there is a technical problem that the clutch arrangement 30 can be overloaded in operation, especially in conditions of high acceleration and when the clutch arrangement 30 is being engaged in its slipping mode of operation, namely in a region of operation between being disengaged and fully engaged. Furthermore, in the slipping mode of operation, power dissipation occurs in the plates of

- 9the clutch arrangement 30. Such dissipation, if not limited in magnitude, can rapidly cause excessive wear-and-tear and even overheating of the clutch arrangement 30.

Referring to FIG. 5, in the electrical drive train 200, the electrical motor 210 is provided with a sensor 220 at its output shaft for monitoring a rotation rate of the output shaft of the electrical motor 210 and generating a corresponding rotation-rate indicative signal Rl; for example, the rotation rate signal Rl is derived by employing angular io rotation angle sensing of the output shaft of the electrical motor 210 (for example, by using a magnetic Hall-effect sensor or an optical encoder connected to the output shaft of the electrical motor 210). Optionally, the sensor 220 is located on the first plate of the clutch 30 arrangement that is coupled to the output shaft of the electrical motor 210. Moreover, the clutch arrangement 30 is provided with a sensor 230 at its output shaft for monitoring a rotation rate of the output shaft of the clutch arrangement 30 and generating a corresponding rotation-rate indicative signal R2; for example, the rotation rate signal R2 is derived by employing angular rotation angle sensing of the output shaft of the clutch arrangement 30 (for example, by using a magnetic Hall-effect sensor or an optical encoder connected to the output shaft of the clutch arrangement 30).

As shown, the electrical vehicle drive train 200 further includes a drivetrain management system 250 for applying an adjustment to a power signal SI supplied to the electrical motor 210 when the clutch arrangement 30 is adjusted between its engaged state and its disengaged state to reduce a slippage between torque coupling components of the clutch arrangement 30. For example, the rotation-rate indicative signals Rl, R2 are provided to the drive-train management system 250, that is implemented using a data processing arrangement 260 functioning under software control and/or using hardwired logic, and is operable to adjust

- 10 the signal SI defining power applied to the electrical motor 210 so that the rotation rates indicated by the signals Rl, R2 are substantially matched, for example to within 10%, more optionally to within 3%, and yet more optionally to within 1%, when the signal S2 is adjusted to switch the clutch arrangement 30 from a non-engaged state to a fully engaged state, and vice versa.

Referring to FIG. 6, illustrated is a graph 600 indicating relationship between rotation rate of the output shaft of the electrical motor 210 and rotation rate of the output shaft of the clutch arrangement 30 (indicated io by rotation-rate indicative signals Rl, R2) with respect to time. As shown, at time point A, the rotation rate R2 is 90% of the rotation rate Rl. At time point B, the rotation rate R2 is 97% of the rotation rate Rl. At time point C, the rotation rate R2 is 99% of the rotation rate Rl. Thus, in operation, the rate indicative signals Rl, R2 are always matched when the clutch arrangement 30 is in a slipping state or engaged state (to reduce greatly or avoid occurrence of slippage); the rate indicative signals Rl, R2 are only allowed to mutually deviate when the clutch arrangement 30 is in a disengaged state.

Optionally, the drive-train management system 250 is operable to provide a user of the electrical vehicle with a manual drive-train manner of operation in which one or more gears of the gearbox arrangement 40 are manually selectable via a gear-change lever under user-control, and an automatic drive-train manner of operation in which one or more gears of the gearbox arrangement 40 are automatically selectable by the drive25 train management system 250 in response to a driving regime selected by the user. When the gearbox arrangement 40 is operated in automatic transmission, namely is a continuously-variable torque converter, the clutch arrangement 30 is less used, but nevertheless coordinated with operation of the torque converter to avoid any slippage occurring within the clutch arrangement 30. Alternatively, when the gearbox arrangement 40 is operated in manual transmission and the gearbox arrangement 40

- 11 has discrete gear ratios, for example four gear choices, the drive-train management system 250 is operable to adjust the signal S3, for gear selection, and also to adjust the signal S2, so that the user's desired vehicle speed is attained and slippage in the clutch arrangement 30 is substantially avoided. By such an approach, it is feasible to avoid wearand-tear occurring within the clutch arrangement 30 as well as providing for smooth continuous acceleration and deceleration of an electrical vehicle into which the electrical drive train 200 is installed.

Referring next to FIG. 7, there is shown an illustration of a physical io implementation of the drive train 200 when deployed in a vehicle, for example in a high-performance sports car. In manual drive-train manner of operation, the user may select a change of gear using the gear-change lever. Furthermore, in response to such selection, the drive-train management system 250 is operable to send the signal S3 to the gearbox arrangement 40. In such instance, the drive-train management system 250 is further operable to sense the rotation rate signals Rl, R2 of the input and output shafts of the clutch arrangement 30 (using sensors 220 and 230) and send the signal S2 to the clutch arrangement 30 for disengagement of the clutch plates to enable the selection of gear (or gear change). Alternatively, when the user selects a gear using the gearchange lever, the drive-train management system 250 may be operable to send the signal S3 to the gearbox arrangement 40 and sense the rotation rate Rl of the output shaft of the electrical motor 210. Furthermore, based on the required rotation rate R2 of the output shaft of the clutch arrangement 30, the drive-train management system 250 may be operable to adjust the signal SI defining power applied to the electrical motor 210. Moreover, upon substantial matching of the rotation rate R2 of the output shaft of the clutch arrangement 30 to the rotation rate Rl of the input shaft of the clutch arrangement 30, the signal S2 is sent to the clutch arrangement 30 for engagement of the clutch plates by the drivetrain management system 250. For example, during downshifting, the

- 12 drive-train management system 250 may be operable to send the signal S2 to disengage the clutch plates and, subsequently, to send the signal SI to the electrical motor 210 to reduce power applied thereto. In such an instance, subsequent to substantial matching of the rotation rates Rl, R2 of the input and output shafts of the clutch arrangement 30, the signal S2 is sent to the clutch arrangement 30 for engagement of the clutch plates.

Optionally, during braking, the drive-train management system 250 is operable to sense the rotation rates Rl, R2 of the input and output shafts of the clutch arrangement 30 and disengage the clutch plates, or reduce io power applied to the electrical motor 210. In an embodiment, the electric motor management system 250 is operable to provide regenerative braking, for returning vehicle kinetic energy to a battery arrangement of the electric vehicle when the user of the electrical vehicle invokes regenerative braking in operation. For example, during braking, the electrical motor 210 may be operable to function as a generator and generate electrical energy from rotation of the wheels 60A, 60B of the vehicle. In such an instance, the output shaft of the electrical motor 210 may function as an input shaft of the generator and transfer the kinetic energy of the wheels 60A, 60B of the vehicle to the generator.

Additionally, in automatic drive-train manner of operation, a user (such as a driver of the vehicle) depresses the accelerator pedal (gas pedal) of the electrical drive train 200 and in response to such depression, a signal denoted by the mechanical movement M of the accelerator pedal is sent to the drive-train management system 250. Furthermore, the drive-train management system 250 is operable to sense the rotation rate Rl of the output shaft of the electrical motor 210 and the data processing arrangement 260 is operable to compare the rotation rate Rl to a maximum (or minimum) speed of the vehicle in that gear. In such instance, in response to the rotation rate Rl being substantially equal to the maximum (or minimum) speed of the vehicle in that gear, the drivetrain management system 250 is operable to send the signal S2 to the

- 13 clutch arrangement 30 for disengagement of the clutch plates and further, send the signal S3 to the gearbox arrangement 40 for selection of the appropriate gear. For example, upon user depression of the accelerator pedal of the vehicle travelling at 29 km/h, the rotation rate of the output shaft of the electrical motor 210 is increased. Furthermore, the maximum speed that can be achieved by the vehicle in first gear may be 30 km/h. In such instance, upon further depression of the accelerator pedal by the user, the clutch plates of the clutch arrangement 30 are automatically disengaged and the signal S3 is sent to the gearbox io arrangement 40 by the drive-train management system 250 for automatically selecting the second gear.

It will be appreciated that in the electrical drive train 200, the signal SI is a summation of a correcting signal Sl_COrrection from the drive-train management system 250 and a signal related to the user's depression, denoted by a mechanical movement M, of the accelerator pedal of the electrical drive train 200. Optionally, the drive-train management system 250 is operable to process the acceleration demand signal M input by the user, and to apply temporal filtering F to the acceleration demand signal M to control power SI supplied to the electrical motor 210. In other words:

SI = kl * (F(M, t)) + k2 [(k3*R2) - (k4*Rl)] Eq. 1 wherein t = time;

M = accelerator pedal position; kl, k2, k3, k4 = coefficients.

It will be appreciated that the coefficients are optionally variable to provide a non-linear relationship, and also optionally include offsets. Optionally, the temporal filtering F is at least one of user-adjustable for changing responsiveness of the electrical drive train 200 to user

- 14 commands and dynamically-adjustable for changing responsiveness of the electrical drive train 200 depending upon at least one of weather conditions of the electrical drive train 200, a geographical location of the electrical drive train 200, and/or a state of charge of a battery arrangement. For example, the coefficients are made dynamically adjustable depending upon a travelling speed of the electrical vehicle incorporating the electrical drive train 200, a geographical location of the electrical drive train 200 (for example, whether the vehicle is in urban or motor driving locations), road surface conditions encountered by the io vehicle including the electrical drive train 200 (for example, the electrical drive train 200 is provided with lower power to increase driving safety in icy and snowy weather conditions), and/or a state of charge of a battery arrangement for storing energy to be supplied to the electrical vehicle. Optionally, the temporal filtering F is provided with a zero as well as a pole in its equivalent frequency response to make the electrical drive train 200 seem ultra-perky and responsive when driven by its user; such adjustment of the frequency response of the temporal filtering F is optionally made user-adjustable via a user interface (e.g. Smartphone Application Managed Infotainment system or SAMI) of the electrical vehicle (including the electric drive train 200) coupled to the drive-train management system 250.

Modifications to embodiments of the invention described in the foregoing are possible without departing from the scope of the invention as defined by the accompanying claims. Expressions such as including, comprising, incorporating, consisting of, have, is used to describe and claim the present invention are intended to be construed in a nonexclusive 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. Numerals included within parentheses in the accompanying claims are intended to assist

- 15 understanding of the claims and should not be construed in any way to limit subject matter claimed by these claims.

Claims

1. An electrical drive train (200) for providing in operation motive

5 power to a wheel arrangement (60A, 60B, 140) of an electrical vehicle, characterized in that the electrical vehicle drive train (200) includes:

(a) an electrical motor (210) for providing torque at its output shaft;

(b) a clutch arrangement (30) having an input shaft for receiving the torque from the electrical motor (210), and an output shaft for io providing a coupled output torque, wherein the clutch arrangement (30) is operable to couple torque from its input shaft to its output shaft when in an engaged state, and to decouple its input shaft from its output shaft in a disengaged state;

(c) a gearbox arrangement (40) having an input shaft for receiving the

15 coupled output torque from the clutch arrangement (30), and an output shaft for providing a geared output torque; and (d) a differential gear arrangement (50) having an input shaft for receiving the geared output torque from the gearbox arrangement (40), and a pair of output shafts for driving the wheel arrangement

20 (60A, 60B) for propelling the electrical vehicle when in operation.

2. An electrical drive train (200) of claim 1, characterized in that the electrical vehicle drive train (200) further includes a drive-train management system (250) for applying an adjustment to power (SI)

25 supplied to the electrical motor (210) when the clutch arrangement (30) is adjusted between its engaged state and its disengaged state to reduce a slippage between torque coupling components of the clutch arrangement (30).

30

3. An electrical drive train (200) of claim 2, characterized in that the drive-train management system (250) is operable to provide a user of the electrical vehicle with:

- 17 (a) a manual drive-train manner of operation in which one or more gears of the gearbox arrangement (40) are manually selectable via a gear-change lever under user-control; and (b) an automatic drive-train manner of operation in which one or more

5 gears of the gearbox arrangement (40) are automatically selectable by the drive-train management system (250) in response to a driving regime selected by the user.

4. An electrical drive train (200) of claim 2, characterized in that the io drive-train management system (250) is operable to process an acceleration demand signal (M) input by the user, and to apply temporal filtering (F) to the acceleration demand signal (M) to control power (SI) supplied to the electrical motor (210).

15 5. An electrical drive train (200) of claim 4, characterized in that the temporal filtering (F) is at least one of:

(a) user-adjustable for changing responsiveness of the electrical drive train (200) to user commands; and (b) dynamically-adjustable for changing responsiveness of the electrical

20 drive train (200) depending upon at least one of: weather conditions of the electrical drive train (200), a geographical location of the electrical drive train (200), a state of charge of a battery arrangement.

25 6. An electrical drive train (200) of claim 1, 2 or 3, characterized in that the electrical drive train (200) is manufactured from an internal combustion vehicle drive train (10) including an internal combustion engine arrangement (20, 25), wherein the internal combustion engine arrangement (20, 25) is replaced by the electrical motor (210).

7. An electrical drive train (200) of any one of the preceding claims, characterized in that the drive-train management system (250) is

- 18 operable to provide regenerative braking, for returning vehicle kinetic energy to a battery arrangement of the electric vehicle when the user of the electrical vehicle invokes regenerative braking in operation.

5 8. A method of using an electrical drive train (200) for providing in operation motive power to a wheel arrangement (60A, 60B, 140) of an electrical vehicle, characterized in that the method includes:

(a) using an electrical motor (210) for providing torque at its output shaft;

io (b) using a clutch arrangement (30) having an input shaft for receiving the torque from the electrical motor (210), and an output shaft for providing a coupled output torque, wherein the clutch arrangement (30) is operable to couple torque from its input shaft to its output shaft when in an engaged state, and to decouple its input shaft from

15 its output shaft in a disengaged state;

(c) using a gearbox arrangement (40) having an input shaft for receiving the coupled output torque from the clutch arrangement (30), and an output shaft for providing a geared output torque; and (d) using a differential gear arrangement (50) having an input shaft for

20 receiving the geared output torque from the gearbox arrangement (40), and a pair of output shafts for driving the wheel arrangement (60A, 60B) for propelling the electrical vehicle when in operation.

9. A method of claim 8, characterized in that the method further 25 includes arranging for the electrical vehicle drive train (200) to include a drive-train management system (250) for applying an adjustment to power (SI) supplied to the electrical motor (210) when the clutch arrangement (30) is adjusted between its engaged state and its disengaged state to reduce a slippage between torque coupling

30 components of the clutch arrangement (30).

- 19 10. A method of claim 8, characterized in that the methods includes operating the drive-train management system (250) to provide a user of the electrical vehicle with:

(a) a manual drive-train manner of operation in which one or more

5 gears of the gearbox arrangement (40) are manually selectable via a gear-change lever under user-control; and (b) an automatic drive-train manner of operation in which one or more gears of the gearbox arrangement (40) are automatically selectable by the drive-train management system (250) in io response to a driving regime selected by the user.

11. A method of claim 8, characterized in that the method includes operating the drive-train management system (250) to process an acceleration demand signal (M) input by the user, and to apply temporal

15 filtering (F) to the acceleration demand signal (M) to control power (SI) supplied to the electrical motor (210).

12. A method of claim 11, characterized in that the temporal filtering (F) is at least one of:

20 (a) user-adjustable for changing responsiveness of the electrical drive train (200) to user commands; and (b) dynamically-adjustable for changing responsiveness of the electrical drive train (200) depending upon at least one of: weather conditions of the electrical drive train (200), a geographical location

25 of the electrical drive train (200), a state of charge of a battery arrangement.

13. A method of claim 8, 9 or 10, characterized in that the method further includes manufacturing the electrical drive train (200) from an

30 internal combustion vehicle drive train (10) including an internal combustion engine arrangement (20, 25), wherein the internal

-20combustion engine arrangement (20, 25) is replaced by the electrical motor (210).

14. A method of any one of claims 8 to 13, characterized in that the

5 method includes operating the drive-train management system (250) to provide regenerative braking, for returning vehicle kinetic energy to a battery arrangement of the electric vehicle when the user of the electrical vehicle invokes regenerative braking in operation.

io 15. A software product recording on machine-readable data storage media, characterized in that the software product is executable upon computing hardware for implementing a method as claimed in claim 8.

Amendments to the claims have been made as follows

31 07 17

5 1. An electrical drive train (200) for providing in operation motive power to a wheel arrangement (60A, 60B, 140) of an electrical vehicle, wherein the electrical vehicle drive train (200) includes:

(a) an electrical motor (210) for providing torque at its output shaft;

(b) a clutch arrangement (30) having an input shaft for receiving the io torque from the electrical motor (210), and an output shaft for providing a coupled output torque, wherein the clutch arrangement (30) is operable to couple torque from its input shaft to its output shaft when in an engaged state, and to decouple its input shaft from its output shaft in a disengaged state;

15 (c) a gearbox arrangement (40) having an input shaft for receiving the coupled output torque from the clutch arrangement (30), and an output shaft for providing a geared output torque; and (d) a differential gear arrangement (50) having an input shaft for receiving the geared output torque from the gearbox arrangement 20 (40), and a pair of output shafts for driving the wheel arrangement (60A, 60B) for propelling the electrical vehicle when in operation, characterized in that the electrical vehicle drive train (200) includes a drive-train management system (250) for adjusting power to the electrical motor (210) when the clutch arrangement (30) is adjusted between its 25 engaged state and its disengaged state to reduce a slippage between torque coupling components of the clutch arrangement (30), wherein the drive-train management system (250) is operable to process an acceleration demand signal (M) input by a user, and to apply temporal filtering (F) to the acceleration demand signal (M) to control power (SI) 30 supplied to the electrical motor (210), and wherein the temporal filtering (F) is at least one of:

31 07 17 (i) user-adjustable for changing responsiveness of the electrical drive train (200) to user commands; and (ii) dynamically-adjustable for changing responsiveness of the electrical drive train (200) depending upon at least one of:

5 weather conditions of the electrical drive train (200), a geographical location of the electrical drive train (200), a state of charge of a battery arrangement.

2. An electrical drive train (200) of claim 1, characterized in that the io electrical vehicle drive train (200) further includes a drive-train management system (250), wherein the adjusting power to the electrical motor (210) is based on a required rotation rate of the output shaft of the clutch arrangement (30).

15 3. An electrical drive train (200) of claim 1, characterized in that the drive-train management system (250) is operable to provide the user of the electrical vehicle with:

(a) a manual drive-train manner of operation in which one or more gears of the gearbox arrangement (40) are manually selectable via

20 a gear-change lever under user-control; and (b) an automatic drive-train manner of operation in which one or more gears of the gearbox arrangement (40) are automatically selectable by the drive-train management system (250) in response to a driving regime selected by the user.

4. An electrical drive train (200) of any one of the preceding claims, characterized in that the drive-train management system (250) is operable to provide regenerative braking, for returning vehicle kinetic energy to a battery arrangement of the electric vehicle when the user of

30 the electrical vehicle invokes regenerative braking in operation.

31 07 17

5. A method of using an electrical drive train (200) for providing in operation motive power to a wheel arrangement (60A, 60B, 140) of an electrical vehicle, wherein the method includes:

(a) using an electrical motor (210) for providing torque at its output

5 shaft;

(b) using a clutch arrangement (30) having an input shaft for receiving the torque from the electrical motor (210), and an output shaft for providing a coupled output torque, wherein the clutch arrangement (30) is operable to couple torque from its input shaft to its output io shaft when in an engaged state, and to decouple its input shaft from its output shaft in a disengaged state;

(c) using a gearbox arrangement (40) having an input shaft for receiving the coupled output torque from the clutch arrangement (30), and an output shaft for providing a geared output torque; and

15 (d) using a differential gear arrangement (50) having an input shaft for receiving the geared output torque from the gearbox arrangement (40), and a pair of output shafts for driving the wheel arrangement (60A, 60B) for propelling the electrical vehicle when in operation, characterized in that the method further includes arranging for the

20 electrical vehicle drive train (200) to include a drive-train management system (250) for adjusting power to the electrical motor (210) when the clutch arrangement (30) is adjusted between its engaged state and its disengaged state to reduce a slippage between torque coupling components of the clutch arrangement (30), wherein the drive-train

25 management system (250) to process an acceleration demand signal (M) input by a user, and to apply temporal filtering (F) to the acceleration demand signal (M) to control power (SI) supplied to the electrical motor (210), and wherein the temporal filtering (F) is at least one of:

(i) user-adjustable for changing responsiveness of the electrical

30 drive train (200) to user commands; and (ii) dynamically-adjustable for changing responsiveness of the electrical drive train (200) depending upon at least one of:

weather conditions of the electrical drive train (200), a geographical location of the electrical drive train (200), a state of charge of a battery arrangement.

5

6. A method of claim 5, characterized in that the method further includes arranging for the electrical vehicle drive train (200) to include a drive-train management system (250), wherein the adjusting power to the electrical motor (210) is based on required rotation rate of the output shaft of the clutch arrangement (30), and wherein the drive-train io management system (250) provides the user of the electrical vehicle with a manual drive-train and an automatic drive-train manner of operation.

7. A method of claim 5, characterized in that the methods includes operating the drive-train management system (250) to provide the user of

31 07 17

15 the electrical vehicle with:

(a) a manual drive-train manner of operation in which one or more gears of the gearbox arrangement (40) are manually selectable via a gear-change lever under user-control; and (b) an automatic drive-train manner of operation in which one or more gears of the gearbox arrangement (40) are automatically selectable by the drive-train management system (250) in response to a driving regime selected by the user.

8. A method of any one of claims 5 to 7, characterized in that the

25 method includes operating the drive-train management system (250) to provide regenerative braking, for returning vehicle kinetic energy to a battery arrangement of the electric vehicle when the user of the electrical vehicle invokes regenerative braking in operation.

30

9. A software product recording on machine-readable data storage media, characterized in that the software product is executable upon computing hardware for implementing a method as claimed in claim 5.

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