WO2023170651A1

WO2023170651A1 - Power transmission lubrication system for electric vehicles

Info

Publication number: WO2023170651A1
Application number: PCT/IB2023/052321
Authority: WO
Inventors: Zakirhusen K. Memon; Piyush Agrawal
Original assignee: Matter Motor Works Private Limited
Priority date: 2022-03-11
Filing date: 2023-03-10
Publication date: 2023-09-14

Abstract

The present disclosure describes a powertrain system (300) for electric vehicle. The powertrain system (300) comprises a motor (302), a gearbox (304), and a casing (306) including a first housing (308) and a second housing (310). The first housing (308) encloses the gearbox (304) and the second housing (310) encloses the motor (302).

Description

POWER TRANSMISSION LUBRICATION SYSTEM FOR ELECTRIC VEHICLES

CROSS REFERENCE TO RELATED APPLICATIONS:

[01] The present application claims priority from Indian Provisional Patent Application No. 202221013208 filed on 11^th March 2022, the entirety of which is incorporated herein by a reference.

TECHNICAL FIELD:

[02] Generally, the present disclosure relates to a powertrain system for electric vehicles. In particular, the present disclosure relates to the powertrain system that provides lubrication mechanism along with the integration mechanism for the powertrain components.

BACKGROUND:

[03] The electric vehicle(s) (EVs) are currently experiencing a growing demand due to the growing lack of fossil fuels and due to carbon dioxide emissions from exhaust in conventional internal engine vehicles. The EVs purely utilize an electric drive motor which is run on electric energy stored in the battery.

[04] Traditionally, in the EV an electric motor is mounted directly on the hub of a rear wheel or is coupled to the rear wheel using an auxiliary transmission unit with fixed gear ratio . The auxiliary transmission unit is further connected with a sprocket to drive the rear wheel. However, this arrangement limits the flexibility to a rider of the vehicle for varying the riding traction and vehicle speed. Further, this arrangement requires bulky size of the electric vehicle. Further, the direct coupling of the electric motor with the rear wheel requires high torque to drive the vehicle which increases thermal heating of the motor and also increases a chance of premature failure of the motor.

[05] To overcome the above-mentioned problem, the electric vehicle includes a powertrain system in which a combination of an electric motor and a gearbox are present to drive the electric vehicle. The electric motor is connected with the gearbox that is further connected with a sprocket. However, this arrangement of the electric vehicle increases overall size of the powertrain system and also increases hardware complexity of the powertrain system. [06] Thus, there exist a need of a powertrain system of the electric vehicle which reduces the overall size of the electric vehicle and also reduces the hardware complexity of the powertrain system.

SUMMARY:

[07] An object of the present disclosure is to provide a powertrain system for providing integration of powertrain components which reduces overall size of the electric vehicle.

[08] Another object of the present disclosure is to provide a powertrain system for the electric vehicle which reduces hardware complexity of the powertrain system.

[09] Other objects and advantages of the system of the present disclosure will be more apparent from the following description when read in conjunction with the accompanying figures, which are not intended to limit the scope of present disclosure.

[010] The present disclosure overcomes one or more shortcomings of the prior art and provides additional advantages discussed throughout the present disclosure.

[Oil] In an aspect of the present disclosure, there is provided a powertrain system for electric vehicle. The powertrain system comprises a motor, a gearbox, and a casing including a first housing and a second housing. The first housing encloses the gearbox and the second housing encloses the motor.

[012] The system, as disclosed in the present disclosure, is advantageous in terms of providing the powertrain system for the electric vehicle which reduces overall size of the powertrain system by integrating the powertrain components in a single housing. Further, the system, as disclosed in the present disclosure, reduces hardware complexity of the powertrain system.

[013] Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS:

[014] 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.

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

[016] FIG. 1 illustrates a perspective view of a vehicle assembly, in accordance with an embodiment of the present disclosure.

[017] FIG. 2 illustrates a block diagram representation of a powertrain system, in accordance with an embodiment of the present disclosure.

[018] FIG. 3 illustrates a powertrain system for electric vehicle, in accordance with an embodiment of the present disclosure.

[019] FIG. 4 illustrate a perspective view of a casing, in accordance with an embodiment of the present disclosure.

[020] FIG. 5 illustrates a perspective view of a powertrain system, in accordance with an embodiment of the present disclosure.

[021] FIG. 6 illustrates a cross-sectional view of a powertrain system, in accordance with an embodiment of the present disclosure.

[022] FIG. 7 illustrates a perspective view of the power transmission lubrication system, in accordance with an embodiment of the present disclosure.

[023] FIG. 8 illustrates a perspective view of a modified power transmission lubrication system, in accordance with an embodiment of the present disclosure.

[024] Common reference numerals are used throughout the drawings and the detailed description to indicate the same elements.

[025] 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 at which the arrow is pointing.

DETAILED DESCRIPTION:

[026] The following detailed description illustrates embodiments of the present disclosure and 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 recognise that the other embodiments for carrying out or practicing the present disclosure are also possible.

[027] The detailed description set forth below in connection with the appended drawings is intended as a description of certain embodiments for a powertrain system for electric vehicle and is not intended to represent the only forms that may be developed or utilized. The description sets forth the various structures and/or functions in connection with the illustrated embodiments; however, it is to be understood that the disclosed embodiments are merely exemplary of the present disclosure that may be embodied in various and alternative forms. The figures are not necessarily to scale, some features may be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present disclosure.

[028] While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and will be described in detail below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternatives falling within the scope of the disclosure.

[029] The terms “comprises”, “comprising”, “include(s)”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a setup, system that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or system or method. In other words, one or more elements in a system or apparatus preceded by “comprises. . . a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.

[030] In the following detailed description of the embodiments of the disclosure, reference is made to the accompanying drawings that form a part hereof, and which are shown by way of illustration specific embodiments in which the disclosure may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, and it is to be understood that other embodiments may be utilized and that changes may be made without departing from the scope of the present disclosure. The following description is, therefore, not to be taken in a limiting sense.

[031] The present disclosure will be described herein below with reference to the accompanying drawings. In the following description, well known functions or constructions are not described in detail since they would obscure the description with unnecessary detail.

[032] Referring to attached drawings, embodiments of the present disclosure will be described below, “front”, “rear”, “right”, “left”, “upper” and “lower” denote each position of a vehicle viewed from a rider. The drawings shall be viewed with regard to the reference numbers.

[033] The present disclosure describes a powertrain system for electric vehicle which integrates powertrain components in the electrical vehicle.

[034] An electric vehicle (EV) is defined as a vehicle that can be powered by an electric motor that draws electricity from one or more power source and is capable of being charged from an external source. The EV includes both a vehicle that can only be powered by an electric motor that draws electricity from a battery (all-electric vehicle) and a vehicle that can be powered by an electric motor that draws electricity from a battery and by an internal combustion engine (plug-in hybrid electric vehicle).

[035] An electric vehicle (EV) may be for example, not limited to, an electric car, an electric automobile, an electric road vehicle (ERV), a plug-in vehicle (PV), a plug-in electric vehicle (xEV), battery electric vehicle, hybrid electric vehicle, hybrid plug-in electric vehicle, plug-in hybrid electric vehicle, and so forth.

[036] The one or more power source may be configured to provide drive power, system and/or subsystem power, accessory power, and so forth. The one or more power source provides power to the electric motor of the powertrain system.

[037] Fig. 1 is a vehicle assembly 100 of an electric vehicle. The vehicle assembly 100 is constituted by a powertrain system 102 and a frame 104.

[038] The powertrain system 102 acts as a power plant for the electric vehicle. The powertrain system 102 encompasses many parts that work together to push a vehicle forward by creating power from one or more power source, which is then sent to the wheels of the electric vehicle. The term drivetrain is sometimes used interchangeably with powertrain. [039] The frame 104 comprise a separate frame and body construction (i.e., body-on-frame construction), a unitary frame and body construction (i.e., a unibody construction), or any other construction defining the structure of the vehicle. The frame 104 is made from one or more materials including, not limited to, steel, titanium, aluminium, carbon fiber, plastic, polymers, etc., and/or combinations thereof. The frame 104 is formed, welded, fused, fastened, pressed, etc., combinations thereof, or otherwise shaped to define a physical structure and strength of the vehicle. In any event, the frame 104 may comprise one or more surfaces, connections, protrusions, cavities, mounting points, pads, tabs, slots, or other features that are configured to receive other components that make up the vehicle. For example, the body panels, powertrain, controls system, interior components, and/or safety elements may interconnect with, or attach to, the frame 104 of the vehicle. The main criteria for the development of the frame 104 are rigidity, strength, and cost elimination. The frame 104 is the most important part of an electric vehicle, representing safety and life. The frame 104 of the electric vehicle carries a considerable amount of weight.

[040] In a non-limiting embodiment of the present disclosure, the powertrain system 102 is mounted within the frame 104 of the electric vehicle. In particular, the powertrain system 102 is mounted to a portion of the electric vehicle via one or more attachment points. For instance, the powertrain system 102 is interconnected with the frame 104 via a bolted connection, clamped connection, or other attachment. In one embodiment, the powertrain system 102 includes one or more features configured to provide a removable connection to the frame 104 of the electric vehicle. These features include one or more flanges, ledges, feet, pads, protrusions, bolt holes, apertures, studs, threaded holes, threaded rods, and/or combinations thereof.

[041] Fig. 2 illustrates a block diagram representation of the powertrain system 200 (same as the powertrain system 102 of Fig. 1). The powertrain system 200 includes an electric motor 202 and a gearbox 204, and so forth.

[042] The electric motor 202 includes a motor shaft (not shown in Fig. 2) through which the electric motor 202 is connected with the gearbox 204. The electric motor 202 drives a motor shaft to rotate by using the received power from the one or more power source. The motor shaft in the electric motor 202 is a component that extrudes out from the electric motor 202. The purpose of the motor shaft is to convert energy from the electric motor 202 into an end use application. When no load is applied to the motor shaft, the motor shaft runs at its fastest speed for that voltage with near zero torque. When enough load is applied to the motor shaft, the motor shaft stops running and generates the maximum amount of torque for that voltage.

[043] The gearbox 204 is a mechanical device used to increase the output torque or to change the speed (RPM) of the electric motor 202. The shaft of the electric motor 202 is connected to one end of the gearbox 204 and through the internal configuration of gears of the gearbox 204, the gearbox 204 provides a given output torque and speed determined by the gear ratio.

[044] The gearbox 204 that is engaged with the electric motor 202 receives mechanical energy when the motor shaft rotates. The gearbox 204 provides the received mechanical energy to the load/wheel of the electric vehicle.

[045] Fig. 3 illustrates a perspective view of the powertrain system 300 (same as the powertrain system 200 of Fig. 2) that integrates powertrain components in the electrical vehicle. The powertrain system 300 for an electric vehicle is constituted by a motor 302 (such as the driving motor 202 of Fig. 2), a gearbox 304 (such as the gearbox 204 of Fig. 2), a casing 306, and so forth.

[046] In a non-limiting embodiment of the present disclosure, the powertrain system 300 for the electric vehicle includes the motor 302, the gearbox 304, and the casing 306 including a first housing 308 and a second housing 310. The first housing 308 encloses the gearbox 304 and the second housing 310 encloses the motor 302.

[047] The present disclosure discloses the powertrain system 300 of the electric vehicle for integrating the motor 302 and the gearbox 304 by using a single housing 304 which reduces overall size of the powertrain system 300. Further, the powertrain system 300 provides integration of the motor 302 and the gearbox 304 which reduces hardware complexity of the powertrain system 300.

[048] The powertrain system 300 includes the motor 302 and the gearbox 304. The motor 302 is connected with the gearbox 304 via using a shaft (not shown in Fig. 3) of the motor 302. The motor 302 receives the electrical energy from the one or more power source. After receiving the electrical energy from the one or more power source, the motor 302 transfers the rotation energy to the gearbox 304. The gearbox 304 is further connected with wheels of the electric vehicle. The gearbox 304 further transmits the rotation energy to the wheels of the electric vehicle in order to drive the electric vehicle.

[049] The powertrain system 300 includes a casing 306. The casing 306 is a mechanical casing that surrounds the mechanical components of the electric vehicle. It provides mechanical support for the moving components, a mechanical protection from the outside world for those internal components, and a fluid-tight container to hold the lubricant that bathes those components.

[050] A material used to manufacture the casing 306 may be, not limited to, cast iron, cast aluminium, and so forth. The casing 306 is manufactured by performing permanent mold casting process or shell molding process on the material related to manufacturing the casing 306.

[051] The casing 306 includes a first housing 308 and a second housing 310. The first housing 308 corresponds to a portion of the casing 306 in which the gearbox 304 is enclosed. The second housing 310 corresponds to a portion of the casing 306 in which the electric motor 302 is enclosed.

[052] Fig. 4 illustrates a perspective view of the casing 400 (same as the casing 306 of Fig. 3) that integrates powertrain components of the electrical vehicle. The casing 400 for an electric vehicle is constituted by a first portion 402 (same as the first housing 308 of Fig. 3), a second portion 404 (same as the second housing 310 of Fig. 3), a mounting portion 406, and so forth.

[053] The first portion 402 is manufactured by performing permanent mold casting process on a part of the casing 400. The first portion 402 covers some area of the casing 400. The first portion 402 encloses a gearbox (same as the gearbox 304 of Fig. 3). The first portion enclosing the gearbox 304 via a bolted connection, clamped connection, or other attachment. In one embodiment, the gearbox 402 includes one or more features configured to provide a removable connection to the first portion 402 of the electric vehicle. These features include one or more flanges, ledges, feet, pads, protrusions, bolt holes, apertures, studs, threaded holes, threaded rods, and/or combinations thereof. The first portion 402 encloses side portions of gearbox 304 by an outer surface (or periphery) 408 of the first portion 402.

[054] The second portion 404 is manufactured by performing permanent mold casting process on the casing 400. This portion includes a hollow portion. The hollow portion is open from a front side and close from the back side. This hollow portion covers some area of the casing 400. The second portion 404 is different from the first portion 402. The first portion 402 does not encloses any part of the second portion 404. The second portion 404 does not encloses any part of the first portion 402.

[055] In a non-limiting embodiment of the present disclosure, the casing 400 includes at least one mounting portion 406 adapted to enclose the electric motor (such as the motor 302 of Fig. 3) in the second housing 404. In particular, the second portion 404 includes a plurality of mounting portions 406 on an outer surface (or periphery) 410 of the second portion 404. The plurality of mounting portions 406 is a type of fastener with no head, only external threads on both ends. When connecting, one end must be screwed into the part with an internal thread hole, and the other end must pass through the part with a through-hole, and then screw on the nut to make the two parts firmly connected into a whole. This type of connection is called a stud connection, which is also a removable connection. It is mainly used when one of the connected parts is thick, requires a compact structure, or is not suitable for bolt connection due to frequent disassembly. The second portion 404 encloses the motor 302 by using the plurality of mounting portions 406. The second portion 404 removably encloses the motor 302 of the electric vehicle. The second portion 404 encloses a side portion of motor 302 by an outer periphery 410 of the second portion 404.

[056] In a non-limiting embodiment of the present disclosure, a portion of an outer surface 408 of the first portion 402 is in contact with a portion of the outer surface 410 of the second portion 404. In particular, the casing 400 further includes a clearance portion 412. The clearance portion 412 is prepared by the outer periphery 408 of the first portion 402 and the outer periphery 410 of the second portion 404. In particular, a part of the outer periphery 408 of the first portion 402 is in contact with a part of the outer periphery 410 of the second portion 404. The clearance portion 412 maintains a gap between the motor 302 and the gearbox 304. This gap avoids interface between the motor 302 and the gearbox 304 during the functioning of the motor 302 and the gearbox 304 which results in efficiency of the powertrain system (same as the powertrain 200 of Fig. 2) does not degrade.

[057] Fig. 5 illustrates a perspective view of a powertrain system 500 (same as the powertrain system 300 of Fig. 3) that includes gearbox 502 (same as the gearbox 304 of Fig. 3). The gearbox 502 includes a main shaft 504. The main shaft 504 is attached with a motor (such as the motor 302 of Fig. 3) via using a motor shaft (not shown in Fig. 5).

[058] The motor shaft receives electric energy from one or more power source. After receiving the electrical energy from the one or more power sources the motor shaft rotates by using the electric energy. As the motor shaft rotates, the main shaft 504 also rotates with a rotational power. Rotation of the motor shaft provides transfer of the mechanical power to the main shaft 504.

[059] The powertrain system 500 includes a driving sprocket 506. The driving sprocket 506 is a rotating toothed wheel which are used to transmit power by engaging with a roller. The driving sprocket 506 is used to transmit power or rotation to the load (i.e. wheels) of the electric vehicle. The driving sprocket 506 is engaged with the main shaft 504. The driving sprocket 506 transmits the mechanical power received from the main shaft 504 to the load of the electric vehicle.

[060] Fig. 6 illustrates a cross-sectional view of a powertrain system 600 (such as the powertrain system 300 of Fig. 3) for electric vehicle. In the powertrain system 600 the motor (such as the motor 302 of Fig. 3) includes a motor shaft 602. The motor shaft 602 rotates with the energy received from one or more power sources.

[061] The motor shaft 602 includes a gear 604. The gear 604 is fixed on the motor shaft 602 either through a mechanical process or through a mechanical arrangement.

[062] In the conventional electric vehicle the motor is engaged with the gearbox either through a chain or through a belt. The engagement between the motor and the gearbox increases manufacturing complexity of the powertrain system 600. In order to resolve this issue, the present disclosure describes the engagement of the motor 302 with the gearbox 606 (such as the gearbox 304 of Fig. 3) which reduces the manufacturing complexity of the powertrain system 600. Further, the engagement according to the present disclosure also reduces a size of the powertrain system 600.

[063] In a non-limiting embodiment of the present disclosure, the motor shaft 602 of the motor 302 is adapted to engage with a main shaft 608 of the gearbox 606. The motor shaft 602 comprises the gear 604 adapted to engage with a gear 610 of the gearbox 606.

[064] In particular, the gear 604 is attached to the gearbox 606 by using the gear 610 of the gearbox 606. As the motor shaft 602 rotates, the main shaft 608 of the gearbox 606 also rotates which enables driving of the electric vehicle. [065] The clutch 612 in the gearbox 606 acts as a mechanical linkage between the motor shaft 602 and the main shaft 608 to control transfer of mechanical energy from the electric motor 302 to the wheels of the electric vehicle via the gearbox 606. The clutch 612 is engaged and disengaged with the main shaft 608 either by manually (by the vehicle's driver) or by automatically by the vehicle itself.

[066] The clutch 612 connects the two shafts so they may be locked together and spin at the same speed (engaged), locked together but spinning at different speeds (slipping), or unlocked and spinning at different speeds (disengaged). In a specific embodiment, the clutch used in the gear shift arrangement of the present disclosure is a multi -plate wet clutch.

[067] Further, the clutch 612 includes a first plate (not shown in Fig. 4) and a second plate (not shown in Fig. 4). The first plate is attached to a housing of the clutch 612 and the second plate is attached to the main shaft 608. A portion of the main shaft 608 is present in the housing of the clutch 612. The second plate of the clutch 612 is attached with the portion of the main shaft 608 which is present in the housing of the clutch 612. Further, the first plate is also attached with the gear 610.

[068] During the engagement of the clutch 612 with the main shaft 608, the first plate is attached with the second plate. As the gear 610 rotates during the engagement of the clutch 612 with the main shaft 608, the main shaft 608 also rotates with the rotation of the gear 610.

[069] During the disengagement of the clutch 612 with the main shaft 608, the first plate is separated with the second plate. As the gear 610 rotates during the disengagement of the clutch 612 with the main shaft 608, the main shaft 608 does not receive mechanical energy from the gear 610.

[070] The clutch 612 is adapted for manual selection of one of the plurality of gears 614 of the main shaft 608. The manual operation on the clutch allows the disengagement of the clutch 612 with the main shaft 608. When the clutch 612 is disengaged with the main shaft 608, a user applies an operation to select a gear from the plurality of gears 614.

[071] The plurality of gears 614 is fixed on the main shaft 608 either through a mechanical process or through a mechanical arrangement. At least one gear of the plurality of gears 614 provides torque multiplication and remaining gears of the plurality of gears 614 provides RPM multiplication.

[072] The main shaft 608 receives the mechanical power from the motor 602 via the gear 610 when the clutch 612 engages with the main shaft 608. In particular, the gear 610 rotates with a torque and a RPM. As the gear 610 rotates during the engagement of the main shaft 608 with the clutch 612, housing of the clutch 612 also rotates. This rotation of the housing allows rotation of the first plate. After the rotation of the first plate, second plate that is engaged with the main shaft 608 also rotates. The rotation of the second plate enables the rotation of the main shaft 608 such that the plurality of gears 614 of the main shaft 608 also rotates with the mechanical energy received from the gear 610.

[073] The plurality of gears 614 of the main shaft 608 selectable manually for engagement with at least one gear out of a plurality of gears 616 arranged on a counter shaft 618.

[074] The plurality of gears 616 are not directly engaged with the counter shaft 618. The plurality of gears 616 rotates freely around the counter shaft 618. The plurality of gears 616 is used to transmits the power from the main shaft 608 to the driving sprocket 620. [075] The driving sprocket 620 is attached to the counter shaft 618 and also rotates when the counter shaft 618 rotates. The rotation of the driving sprocket 620 allows the transmission of the mechanical power to the wheels of the electric vehicle.

[076] The conventional electric vehicle includes lubrication arrangement for the electric motor. This arrangement allows the lubrication of the electric motor at a time of an off state (a state in which the vehicle is not in a driving mode) of the electric vehicle. However, during the driving of the vehicle, the lubrication arrangement of the electric motor does not provide efficient lubrication which results in shorter burst of peak power from the electric motor.

[077] To overcome the problem of lubrication of electric motor, present disclosure describes a power transmission lubrication system. Fig. 7 illustrates a perspective view of the power transmission lubrication system 700 (such as the powertrain system 300 of Fig. 3) for electric vehicle. In the power transmission lubrication system 700 Jhc motor 702 (such as the motor 302 of Fig. 3) includes a motor shaft 704. The motor shaft 704 rotates with the energy received from one or more power sources. [078] The motor shaft 704 includes a first gear 706-a and a second gear 706-b. The first gear 706-a and the second gear 706-b are fixed on the motor shaft 704 either through a mechanical process or through a mechanical arrangement.

[079] The motor shaft 704 comprises the first gear 706-a adapted to engage with a gear 710 of the gearbox 708. In particular, the first gear 706-a is attached to the gearbox 708 by using the gear 710. The gear 710 is attached with a main shaft 712 of the gearbox 708. As the motor shaft 704 rotates, the main shaft 712 of the gearbox 706 also rotates which enables driving of the electric vehicle.

[080] In a non-limiting embodiment of the present disclosure, the power transmission lubrication system 700 includes a fluid circulating unit 714. The fluid circulation unit 714 includes an inlet portion 716 and an outlet portion 720. An inlet portion 716 of the fluid circulation unit 714 is connected with a fluid storage housing 718 and an outlet portion 720 of the fluid circulation unit 714 is connected with the motor 702. The fluid storage housing 718 stores a lubricant that is used for automotive manual transmissions, differentials, transaxles, and transfer cases. The lubricant helps the power transmission lubrication system 700 run smoothly and protects critical internal parts in a vehicle's gear systems from wear and heat damage.

[081] The fluid circulating unit 714 is a mechanical device that is used to circulate lubricant towards the connected device. The fluid circulating unit 714 includes a gear 722. The inlet portion of the fluid circulation unit 714 is engaging with a sump 718 (same as the fluid storage housing 718 described above) that stores the lubricant. In particular, the fluid circulation unit 714 engages with the sump 718. This engagement allows the flow of the fluid between the fluid circulation unit 714 and the fluid storage housing 718.

[082] Further, the outlet portion 720 of the fluid circulation unit 714 is connected to the motor 702. This engagement allows the flow of the fluid between the fluid circulation unit 714 and the motor 702. An inlet hose of the motor 702 is used to receive the fluid from the fluid circulation unit 714.

[083] In a non-limiting embodiment of the present disclosure, the fluid circulation unit 714 is connected to the motor shaft 704 of the motor 702 such that rotatory motion enables circulation of fluid from the inlet portion 716 of the fluid circulation unit 714 to the outlet portion 720 of the fluid circulation unit 714. [084] The gear 722 of the fluid circulation unit 712 is connected to the second gear 706-b of the motor shaft 704.

[085] As the motor shaft 704 of the motor 702 rotates, the gear 722 of the fluid circulation unit 714 also rotates. This rotation of the gear 722 allows the circulation of the fluid from the sump 718 in the power transmission lubrication system 700. The fluid circulation unit 714 receives the fluid from the sump 718 via using the inlet portion 716 of the fluid circulation unit 714. Further, the fluid is transferred to the motor 702 via using the outlet portion 720 of the fluid circulation unit 714. The motor 702 receives the fluid from the fluid circulating unit 714 which allow lubrication of the motor 702 by using the fluid. The lubrication of the motor 702 during the driving of the vehicle eliminates premature failure of the motor 702 which extends life cycle of the motor 702.

[086] In a non-limiting embodiment of the present disclosure, the power transmission lubrication system 700 includes a radiator 724 connected with the motor 702 such that the fluid flows from the motor 702 towards the radiator 724.

[087] The radiator 724 is heat exchanger used to transfer thermal energy from one medium to another for the purpose of cooling and heating. The radiator 724 is always a source of heat to its environment, although this may be for either the purpose of heating this environment, or for cooling the fluid or fluid supplied to it. In the power transmission lubrication system 700, the radiator 724 is engaged with the motor 702 via using the pipe 726. An outlet hose of the motor 702 allows the transfer of the fluid towards the radiator 724. The radiator 724 receives the fluid from the motor 702 to reduce the temperature of the fluid such that the heating effect in the electric vehicle is reduced.

[088] In a non-limiting embodiment of the present disclosure, the motor 702 receives the energy from the one or more power sources. The motor shaft 704 rotates based on the received energy. As the motor shaft 704 rotates, the second gear 706-b also rotates with a rotational energy same as the rotational energy of the motor shaft 704. The second gear 706-b that is attached with the gear 722, also rotates based on the rotation of the second gear 706-b. The rotation of the gear 722 generates a pressure in the sump 718. This pressure allows the circulation of the fluid from the sump 718 towards the motor 702. The fluid flows in the motor 702 performs continuous lubrication of the motor during an operation of the motor 702. During the lubrication of the motor 702 temperature of the fluid rises due the heat energy of the motor 302. To lower the temperature of the fluid, the fluid flows towards the radiator 724. The radiator 724 reduces the temperature of the fluid to minimize the heating effect of the fluid in the electric vehicle.

[089] The present disclosure discloses that the system 700 provides efficient lubrication system for the electric motor which eliminates shorter bursts of peak power from the motor 702. Thus, the elimination of the shorter bursts of peak power maintains efficient operation of the motor 702. Further, the system 700 provides efficient lubrication system for the electric motor which enhance life cycle of the motor 702. Further, the lubrication of the motor 702 reduces operating temperature of the motor 702.

[090] The present disclosure further describes that lubrication of the powertrain components does not require separate lubrication arrangement. In particular, the gearbox and motor of the electric vehicle requires lubrication to drive the vehicle in an efficient way. The separate lubrication arrangement for the gearbox and motor increases the size of the powertrain system. Therefore, the present disclosure provides a lubrication system that efficiently perform lubrication of the both the gearbox and the motor.

[091] Fig. 8 illustrates a schematic view of a power transmission lubrication system 800 according to a modified embodiment of the present disclosure. A difference between the power transmission lubrication system 700 and the power transmission lubrication system 800 is that the radiator 802 (such as the radiator 724 of Fig. 7) is engaged with the gearbox 804 (such as the gearbox 708 of Fig. 7) via using a flow pipe 806, and the other configurations are similar to those of the power transmission lubrication system 700.

[092] In a non-limiting embodiment of the present disclosure, the radiator 802 is connected to the gearbox 804 such that the fluid flows from the radiator 802 towards the gearbox 804. In view of the Fig. 7, the radiator 802 receives the fluid from the motor (such as the motor 716 of Fig. 7) to reduce the temperature of the fluid. The radiator 802 is engaged with the gearbox 804 using the flow pipe 806. The fluid from the radiator 802 is transferred towards the gearbox 804. This allows the transfer of the lubricant towards the gearbox 804 for lubrication of components of the gearbox 804. This continuous lubrication of the component of the gearbox 804 using the fluid increase life cycle of the gearbox 804. Further, the lubrication of the gearbox 804 reduces noise and vibration generated during the operation of the gearbox 804. Furthermore, the lubrication of the gearbox 804 reduces operating temperature of the gearbox 804.

[093] The present disclosure describes that the fluid from the fluid circulation unit (such as the fluid circulation unit 714 of Fig. 7) is transferred to the motor 702. The transfer of the fluid from the fluid circulation unit 714 allows the lubrication of the parts of the motor 702. This fluid is further transfer to the radiator 802 by engaging the motor 702 with the radiator 802. The radiator 802 decreases temperature of the fluid. Same fluid is further transfer to the gearbox 804 by engaging the radiator 802 with the gearbox 804 to provide continuous lubrication of the component of the gearbox 804. This arrangement in the power transmission lubrication system 800 provides a single lubrication arrangement for the powertrain components which eliminates requirement of separate lubrication arrangement for lubrication of the powertrain components. Further, the lubrication arrangement of the power transmission lubrication system 800 according to the present disclosure increases the driving range of the electric vehicle. Furthermore, the lubrication arrangement of the power transmission lubrication system 800 eliminates chances of premature failure of the powertrain components (specifically the motor 702 and the gearbox 804) due to generation of heating effect of the powertrain components during the driving mode of vehicle.

[094] These examples are presented herein for purposes of illustration, and not limitation. Further, the boundaries of the functional building blocks have been arbitrarily defined herein for the convenience of the description. Alternative boundaries can be defined so long as the specified functions and relationships thereof are appropriately performed.

[095] As will be appreciated by one skilled in the art, the present disclosure may be embodied as a system. Accordingly, the present disclosure may take the form of an entirely hardware embodiment and hardware aspects that may all generally be referred to herein as a “circuit,” “module,” or “system.” As used herein, the terms ‘powertrain’, powertrain system’ ‘power transmission system’, transmission system, ‘power transmission’ and ‘transmission’ are used interchangeably and refer to a combination of a gear-box, an electric motor, a rotary electric unit which transmits power through the gearbox, and a clutch which is provided between the input shaft and the output shaft of said gearbox to control the torque between the input shaft and the output shaft. The power transmission system may further include, but not limited to, differential, live axle and so forth.

[096] As used herein, the terms ‘gear-box’, ‘gear-shift’ and ‘gear-shift arrangement’ are used interchangeably and refer to a combination of a set of gears and their casing, connected to a clutch. Further, when in operation, the gear-box is operable to control the torque between the input shaft and the output shaft.

[097] 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 where appropriate.

[098] Although embodiments have been described with reference to a number of illustrative embodiments thereof, it should be understood that numerous other modifications and embodiments can be devised by those skilled in the art that will fall within the spirit and scope of the principles of this disclosure. More particularly, various variations and modifications are possible in the component parts and/or arrangements of the subject combination arrangement within the scope of the present disclosure, the drawings and the appended claims. In addition to variations and modifications in the component parts and/or arrangements, alternative uses will also be apparent to those skilled in the art.

Claims

WE CLAIM:

1. A powertrain system (300) for electric vehicle, the system (300) comprising: a motor (302); a gearbox (304); and a casing (306) including a first housing (308) and a second housing (310), wherein the first housing (308) encloses the gearbox (304) and the second housing (310) encloses the motor (302).

2. The powertrain system (300) as claimed in claim 1, wherein the casing (306) includes at least one mounting portion adapted to enclose the motor (302) in the second housing (310).

3. The powertrain system (300) as claimed in claim 1, wherein a portion of an outer surface of the first housing (308) is in contact with a portion of an outer surface of the second housing (310).

4. The powertrain system (300) as claimed in claim 1, wherein a motor shaft of the motor (302) is adapted to engage with a main shaft of the gearbox (304).

5. The powertrain system (300) as claimed in claim 1, wherein the system (300) further comprises a fluid circulation unit, and wherein an inlet portion of the fluid circulation unit is connected with a fluid storage housing and an outlet portion of the fluid circulation unit is connected with the motor (302).

6. The powertrain system (300) as claimed in claim 5, wherein the fluid circulation unit is further connected with a motor shaft of the motor (302) such that rotatory motion enables circulation of fluid from the inlet portion to the outlet portion.

7. The powertrain system (300) as claimed in claim 1, wherein the system (300) further comprising a radiator connected with the motor (302) such that the fluid flows from the motor (302) towards the radiator.

8. The powertrain system (300) as claimed in claim 7, wherein the radiator is connected to the gearbox (304) such that the fluid flows from the radiator to the gearbox (304).

9. The powertrain system (300) as claimed in claim 1, wherein the system (300) is mounted within a frame of the electric vehicle.