Vehicle front axle powertrain using an electric motor having an outer rotor

Abstract

A vehicle front axle powertrain using an electric motor with an external rotor is used to drive and brake a vehicle front axle with wheels, also or only using electricity. It consists of an electric motor (1) with an external rotor or rotor extension (1.2), which is also a generator when used as a brake. The rotor or rotor extension (1.2) is connected to a clutch (3) which is protected against overload and can be equipped with a disc brake (3.1) which can withstand excessive braking forces. The clutch (3) is connected to an internal joint (4) which is connected to a shaft (5) having an external constant velocity joint (6) having a hub shaft (6.2) for connecting to the wheels. The rotational energy is transferred back and forth between the electric motor (1) and the hub shaft (6.2) without mechanical losses, while the hub shaft (6.2) can move relative to the stator in the (SA) and (SB) directions.

Description

Technical Field

[0001] The object of the invention is to provide a technical system that can connect an electric motor with an external rotor, a safety clutch with a disc brake, an internal constant velocity joint, a shaft, and an external constant velocity joint with a shaft for mounting a wheel hub.

[0002] Summary of the invention and background technology

[0003] The problem addressed by the invention is that using a drive of this type it is possible to transfer power from the rotor of an electric motor directly to the drive shaft of a vehicle. The system can also be used to drive machines, ships and other technical equipment.

[0004] The second problem solved by the present invention is that it is possible to use 100% of the efficiency of power transmission from the electric motor to the wheels, since the proposed powertrain does not have any components that reduce efficiency, as has been done so far with the technical solutions using a gearbox and a differential.

[0005] The third problem solved by the present invention is that the braking energy generated during normal braking of the vehicle can be transferred through the wheels and axles to the electric motor, which acts as a generator during braking, converting the braking energy into electrical energy and transferring it to the battery.

[0006] Electric motors can also be generators, which can only handle limited braking forces. The power is limited by the capacity of the motor.

[0007] The present invention can also install the disc brake on the clutch. Of course, the brake can usually be installed on the wheel instead of the clutch.

[0008] If maximum braking force is required, the power differential is provided by a disc brake mounted on the powertrain's safety clutch.

[0009] Until now, we have had electric vehicles that use mechanical power transmission units (such as gearboxes). In order to distribute power and speed between the left and right drive shafts, differentials have been used.

[0010] All of the above power transmission methods increase mechanical losses, which manifest themselves in the transmission unit as heat, noise, wear, lubricant shear, etc.

[0011] Mechanical transmission units add mass to the vehicle and, of course, increase costs. Finally, they require maintenance. They also create a so-called critical link in the transmission of energy from the electric motor to the wheels, where a failure of the device can result in an interruption of the power transmission.

[0012] So far, we are not aware of any known solutions like this.

[0013] The following patents are recorded in the patent database of the State Intellectual Property Office, which represent the known prior art in this field, namely:

[0014] Patent 1

[0015] Application number: 200130693

[0016] Publication number: WO2001 / 056138 (WACHAUER Oskar [AT / AT]) 2 August 2001

[0017] (2001-08-02)

[0018] Invention Name: Vehicular electric drive

[0019] The invention comprises a drive driven by an electric motor, wherein a rotor and a stator rotate. The drive is mainly used for multi-track vehicles. Its gear form can also be selected as a planetary gear transmission.

[0020] This invention uses a completely different technical solution from the present invention, which transmits power from the electric motor directly to the wheels without using a toothed or similar transmission unit.

[0021] This invention does not have any identical or similar technical solutions to the present invention.

[0022] Patent 2

[0023] Application number: 9400116

[0024] Publication No.: SI 9400116 A (BAJT Niko [SI]) 31 October 1995 (1995-10-31)

[0025] Invention Name: Electromagnetic drive-brake unit

[0026] The invention includes a similar technical invention that proposes placing the electric motor on the wheel, which will have an adverse effect on the unsprung mass of the wheel with the electric motor, while the present invention proposes placing the electric motor as close to the center of the vehicle as possible, thereby avoiding any effect on the unsprung mass and lowering the center of gravity of the vehicle.

[0027] This invention proposes to use an electric motor for driving and braking, which is a long-known technology. It does not propose an intermediate clutch to prevent the electric motor from overloading during braking.

[0028] This invention is also not designed for an outer rotor, but is designed for an ordinary electric motor with an inner rotor.

[0029] The invention also does not propose that the drive shaft for steering the wheels is free to move. It does not propose a method for cooling the electric motor.

[0030] This invention also uses a technical solution that is completely different from the invention we proposed.

[0031] Patent 3

[0032] Application number: 201200282

[0033] Publication No.: SI 24175A (PFEIFER Boris [SI]) 31 March 2014 (2014-03-31)

[0034] Invention Name: Electro kit

[0035] The invention proposes a simple and cost-effective way to convert an existing internal combustion engine using a gearbox and clutch into an electric kit. It consists of an electric motor mounted and fixed to the housing of the internal combustion engine and driven by a battery with sufficient power or characteristics through an electronic control unit. The crankshaft of the engine transmits power to the existing gearbox through the existing clutch and then to at least one driven wheel.

[0036] The invention proposes to install the electric motor inside the internal combustion engine. The power is transmitted to the gear transmission unit (gearbox and differential) through the crankshaft of the engine via the clutch.

[0037] The invention does not involve transferring power directly from the electric motor to the wheels, but rather proposes using one of the vehicle's existing gear transmission units to transfer power to the wheels, and is intended to be used as a kit to convert vehicles running on fossil fuels to use electric motors.

[0038] This invention does not use any technical solution similar to the invention proposed by us, and therefore has no common technical features.

[0039] Patent 4

[0040] Application number: 201400266

[0041] Publication No.: SI 24775A( Mitja[SI]) 29 January 2016 (2016-01-29)

[0042] Name of invention: Primary electric circuit cut-off device for electric vehicles, especially in the event of a crash

[0043] The invention covers and proposes a technical solution for cutting off the vehicle current when a traffic accident occurs.

[0044] It has no common technical features with the invention proposed by us. However, this invention can be used as an upgrade of the invention proposed by us, thereby increasing the safety of electric vehicles by equipping the vehicle with a circuit disconnection device, as described in the invention.

[0045] This invention has no common technical features with the invention proposed by us, and is therefore completely different and adopts a completely different technical solution.

[0046] Patent 5

[0047] Application number: 9430158

[0048] Publication No.: WO / 1995 / 03096 (STROTHMANN, Rolf [DE]) 2 February 1995

[0049] (1995-02-02)

[0050] Name of invention: A moving device for transportation, primarily by dragging or pushing using human power, with an additional electric drive unit

[0051] The invention is a device that uses the driver's muscle power and electrical energy.

[0052] The technical solution adopted by this invention is completely different from the invention proposed by us. First of all, it focuses on a driving method that uses electric energy and the muscle power of the driver. None of its technical solutions use the same or similar technical methods as the invention proposed by us.

[0053] Patent 6

[0054] Application number: 200000227

[0055] Publication No.: SI 20684A( Danilo, [SI]) 30 April 2002 (2002-04-30)

[0056] Invention Name: Hybrid vehicle power train

[0057] The invention proposes to use the electric motor as a starter motor for an internal combustion engine, a drive motor and a generator, as well as an electric brake.

[0058] It consists of a clutch connected to the engine and the electric motor; the electric motor and the gearbox behind it are connected through a clutch, where the gearbox is followed by a drive shaft, which transmits the power to the wheels in some way. The two engines and the two clutches are controlled together by a control device.

[0059] The invention essentially consists of including an electric motor in an existing motor vehicle powertrain. The power from the drive is not transmitted directly to the wheels, but through a toothed transmission, which causes losses.

[0060] This invention does not use a technical solution similar to the invention proposed by us, which makes it completely different from the invention proposed by us technically.

[0061] Patent 7

[0062] Application number: 12056632

[0063] Publication No.: US2009 / 242289 A1 (MURTY BALARAMA V [US]) 1 October 2009

[0064] (2009-10-01)

[0065] Invention title: System and method of differentiating rotational speed and torque between wheels of a hybrid vehicle

[0066] The invention proposes a propulsion method for a hybrid vehicle with different driving forces and a means of communicating or manipulating the various drive trains. The invention proposed by us does not describe a means of controlling the drive trains or their communication.

[0067] Although this invention uses an electric drive system similar to the one proposed by us, it does not use a shaft drive for an electric motor with an outer rotor, it does not use an innovative rotor cooling method, it does not use disc brakes placed on the spring part of the vehicle, it does not use a safety clutch on the wheel drive, etc.

[0068] The innovative difference between our proposed invention and this invention is that this invention does not use:

[0069] Disc brakes on the sprung part of the vehicle, directly on the drive shaft of the wheel;

[0070] In the event of a failure of any single element of the power train, in particular a failure of the electric motor, the safety clutch disconnects the electric motor or cuts off all drive elements;

[0071] Outer rotor providing higher propulsion torque (larger rotor diameter);

[0072] • There is no demonstration or protection of the possibility of utilizing waste heat from the electric motor to heat the cabin and the battery, as demonstrated by our proposed invention.

[0073] All the inventions listed above use technical solutions that are completely different from the invention we propose.

[0074] The main difference between these inventions and our invention is that they do not transmit the power of the electric motor directly to the wheels through an external rotor, but use a toothed transmission component, and in one of the above inventions, the electric motor is directly mounted to the wheel, increasing the unsprung mass and not using an external rotor, which is the core advantage of the invention proposed by us. BRIEF DESCRIPTION OF THE DRAWINGS

[0075] Figure 1 The schematic connection of the electric motor 1, the outer rotor or rotor extension 1.2 and the clutch 3 is shown, on which the disc brake 3.1 can be mounted with the inner joint 4 and the shaft 5, and the outer constant velocity joint 6 is fixed via the hub shaft 6.2, to which the hub and the wheel are attached. Figure 2 As shown, if the power assembly is observed in the direction of the stator, the direction of movement of the shaft 5 around the center line can be seen, wherein the right direction is the SD and the left direction is the SL. Figure 1 Also shown are so-called breaks in the axis SB around the inner pivot centre 4.1 of the inner joint 4 and in the axis SA around the outer pivot centre 6.1 of the outer constant velocity joint 6. Also shown are the modem M and the electrical connections EV of the stator 1.1 to the modem M.

[0076] Figure 2 A side view of the powertrain is shown, wherein the stator 1.1 of the electric motor 1 has a connection 1.1.1 for connecting the powertrain to the vehicle. The directions SD and SL of the drive and brake, the modem M and the electrical connection EV of the modem M can be seen.

[0077] Figure 3 The clutch 3 with the disk brake 3 . 1 is shown. DETAILED DESCRIPTION

[0078] The design of the vehicle front axle drive train using an electric motor with an external rotor is such that the stator 1 . 1 is fixed to the frame of the vehicle containing the vehicle front axle drive train using an electric motor with an external rotor.

[0079] The powertrain for the front axle of a vehicle using an electric motor 1 with an outer rotor or rotor extension 1.2 is designed to drive all vehicle front axles driven by wheels, but can also be used for the rear axles of these vehicles, single-track or multi-track vehicles, boats for powering propellers, machines of any type of drive and other devices requiring torque transmission. It is assumed that a powertrain for the front axle of a vehicle using an electric motor with an outer rotor drives only one wheel mounted via a hub to a hub axle 6.2 of an external constant velocity joint 6.

[0080] During operation, the clamping part 1.1.1 of the stator 1.1 transmits all forces and torques through the electric motor 1, the outer rotor or rotor extension 1.2, the clutch 3, through the internal joint 4, the shaft 5 to the external constant velocity joint 6, and then to the hub shaft 6.2, the hub and the wheel are fixed on the hub shaft 6.2, through which the torque and force are transmitted back and forth between the vehicle and the road.

[0081] The clamping member 1.1.1 also transmits the forces of weight and mass acceleration / deceleration, which are generated by vibrations, vertical movement of the vehicle caused by uneven surfaces, vertical movement of the wheels, and forces generated by vehicle acceleration and deceleration.

[0082] The important new feature of the invention is that the stator 1.1 of the electric motor 1 is a fixed part, which is fixed to the vehicle by means of clamping parts 1.1.1, while the outer rotor or rotor extension 1.2 of the electric motor 1 rotates at the same speed as the shaft 5 and the hub shaft 6.2 or the wheel.

[0083] Since the outer rotor or rotor extension 1 . 2 is mounted outside the diameter of the electric motor 1 , this technically enables the electric motor 1 to be cooled more quickly by the surrounding air, which is essential for increasing the efficiency of the electric motor 1 .

[0084] It is well known that as the temperature increases, the magnetic flux of magnets decreases and in fact loses almost all magnetism at about 720 degrees Celsius - this is the case with permanent magnets. But magnetism is relevant to the efficiency of the motor 1.

[0085] To make the electric motor 1 more efficient, it is also water-cooled. If a vehicle front axle powertrain with an electric motor with an outer rotor is used in a hybrid or similar vehicle, the energy or heat of the cooling water from the electric motor 1 is used to heat the vehicle cabin and / or to heat the internal combustion engine. In winter or other cold operating conditions, the energy of the hot water can also be used to heat the battery or for other purposes.

[0086] The air flowing around the motor 1 also cools the motor 1. By means of the speed of the vehicle and the vents that can be installed, it is possible to direct the surrounding air to flow around the motor 1, taking away heat from the motor 1 by heat exchange, thereby reducing the temperature of the motor 1. In order to make the cooling more efficient, the motor 1 is provided with cooling fins 1.R, which increase the outer surface area of ​​the motor 1 or its outer rotor and rotor extension 1.2, respectively, thereby improving the heat transfer from the motor 1 to the surrounding air.

[0087] The hot air which has absorbed the thermal energy from the electric motor 1 is used to heat the vehicle's cabin or, if we use the vehicle's front axle powertrain (which is used in hybrid vehicles and uses an electric motor with an outer rotor), to additionally heat the internal combustion engine. The hot air can also be used to heat the battery if heating is required because the battery is too cold.

[0088] The vehicle front axle powertrain using an electric motor with an external rotor is designed so that the wheel mounted on the hub axle 6.2 of the external constant velocity joint 6 via the wheel hub can move in all directions required to guide the vehicle front wheels, while it can rotate and transmit acceleration and deceleration torque in direction SD or direction SL.

[0089] In order to achieve the required movement of the wheel or hub axle 6.2 towards the node or stator 1.1, the vehicle front axle powertrain using an electric motor with an external rotor contains two pivot centers, namely:

[0090] 1. The internal pivot center 4.1, which is installed in the internal joint 4 and enables the shaft 5 to move in the direction SB by an angle BK (within the range of BK=0 degrees and BK=80 degrees) relative to the vehicle or stator 1.1, while transmitting torque in the directions SD and SL, and is designed as a constant velocity joint, which belongs to the prior art, so we will not describe the construction of the internal joint 4.1 in more detail.

[0091] 2. The external pivot center 6.1 installed in the external constant velocity joint 6 enables the hub shaft 6.2 to move at an angle AK in the direction SA relative to the shaft 5 (within the range of AK = 0 degrees and AK = 80 degrees) while transmitting torque in the directions SD and SL. The external pivot center 6.1 is designed to be in the constant velocity joint, which belongs to the prior art, so we will not describe the structure of the internal constant velocity joint 6 in more detail.

[0092] The vehicle front axle powertrain using an electric motor with an external rotor transmits all the torque generated by the electric motor 1 and transfers it to the hub shaft 6.2 or the wheels, which transfer energy back and forth between the electric motor 1 and the road without any intermediate links, so the efficiency is 100%.

[0093] The front axle powertrain of a vehicle using an electric motor with an external rotor is designed to transmit all the torque and rotational speed from the electric motor 1 to the hub shaft 6.2 without mechanical losses or any other losses, even if the wheel or hub shaft 6.2 moves by an angle AK in the direction SA, by an angle BK in the direction SB, and simultaneously rotates around the pivot center in the directions SD and SL.

[0094] The clutch 3 is designed as a so-called safety clutch, ie, it releases or loosens the mechanical torque connection if the torque exceeds 800 Nm.

[0095] This safety is planned, because if the vehicle is braked with an electric motor, it can only handle a limited amount of power. When braking, the electric motor 1 works as a generator and transfers its kinetic energy to the outer rotor or rotor extension 1.2 via the shaft 5 and generates a so-called magnetic flux in the stator 1.1, which brakes the rotor or rotor extension 1.2 and thus converts the kinetic energy into electrical energy. The electric motor 1 distributes the electrical energy via the conductor EV to the modem M, which then transfers it to the battery and other electrical consumers.

[0096] If there is too much electrical energy per unit time or the power is too high, the modem M cannot continuously distribute it to the aforementioned electrical devices. In this case, we will find that it cannot convert all the power.

[0097] Even if the modem M can distribute all the converted energy (power) to other electrical devices and the battery, the so-called weak link is the motor 1, which is limited by its rated power and the size of the converted power can only reach the rated power size of the motor 1 at most.

[0098] The electric motor 1 can only convert 500 Nm of kinetic energy from the shaft 5 into a torque, or a maximum of 800 Nm for a short period of time.

[0099] Due to this limitation, if deemed necessary for safety reasons or to achieve better vehicle deceleration, the clutch 3 can be equipped with a disc brake 3.1 which handles torques exceeding 500Nm and brakes the vehicle front axle powertrain using an electric motor with an outer rotor.

[0100] The disc brake 3.1 is press-fitted onto the outer part 3.Z of the clutch 3 so that the disc brake 3.1 is centered and located on the outer part 3.Z of the clutch 3. The press-fit is accomplished by bolts 3.P, which may be three or more in number.

[0101] The disc brake caliper 3.1.1 of the disc brake 3.1 is fixed to the vehicle in a manner that belongs to the prior art and is not within the scope of the present invention.

[0102] The outer part 3.Z of the clutch 3 has a centering plug 3.Z.1 which is pressed into the hole 3.N.1 of the inner part 3.N of the clutch 3. The fit tolerance between the centering plug 3.Z.1 and the hole 3.N.1 is H7 / h6, which means that the plug 3.Z.1 can move freely in the hole 3.N.1 while centering the inner part 3.N and the outer part 3.Z of the clutch 3.

[0103] The inner part 3.N of the clutch 3 has a hole 3.N.2 with a spherical end, while the outer part 3.Z has a hole 3.Z.2. The diameters of the holes 3.Z.2 and 3.N.2 range from arrive

[0104] The steel ball 3.K is placed in the hole 3.N.2 through the through hole 3.Z.2 and the helical spring or conical spring is inserted. At the proximal end of the hole 3.Z.2, there is an internal thread into which the nut 3.M is screwed and can be screwed in or out by means of a press fit 3.M.1 or screwed in or out from the hole 3.Z.2 along the thread 3.NM.

[0105] By tightening the nut 3.M, we increase the force applied to the spring 3.V, where the spring 3.V presses on the steel ball 3.K, and the steel ball 3.K presses on the surface of the hole 3.N.2, which is spherical, so that the steel ball 3.K fits against the spherical surface, thereby transmitting torque and speed back and forth between the inner part 3.N of the clutch 3 and the outer part 3.Z of the clutch 3.

[0106] The hole 3.Z.2 and the hole 3.N.2 are in the same position relative to a radius R, wherein the radius R is between R=20 mm and R=500 mm.

[0107] The number of holes 3.Z.2 and holes 3.N.2 can be N, where N=1 to N=30.

[0108] There are holes 3.Z.2 and holes 3.N.2 on radius R, the number N of which depends on how much torque we want to limit with the clutch 3.

[0109] It is not necessary for each hole 3.Z.2 to contain a steel ball 3.K with a spring 3.V and a nut 3.M. The number of them depends on how much torque we want to transfer back and forth between the inner part 3.N and the outer part 3.Z of the clutch 3.

[0110] The inner part 3.N and the outer part 3.Z of the clutch 3 are axially connected to each other by bolts 1.2.P, which are distributed around the circumference and have at least three bolts, but there may be any number of bolts. The bolts 1.2.P also connect the clutch 3 to the outer rotor or rotor extension 1.2 of the electric motor 1.

[0111] The bolt 1.2.P can be on any radius RV, but the RV range is RV = 20mm to RV = 800mm, depending on the torque that the bolt 1.2.P needs to withstand. The number of bolts 1.2.P is between 3 and 20.

[0112] The inner joint 4 is rigidly fixed to the outer part 3.Z of the clutch 3. It can be shrink-fitted, welded or fixed by any other means known in the art.

Claims

1. A vehicle front axle powertrain using an electric motor having an outer rotor, comprising: An electric motor (1) having an outer rotor or a rotor extension (1.2), a clutch (3) configured as a safety clutch, a disc brake (3.1) press-fitted into the outer part (3.Z) of the clutch (3), an internal joint (4) connected at one end to the outer part (3.Z) and at its other end to a shaft (5), said shaft (5) being further connected to an external constant velocity joint (6), and said external constant velocity joint (6) being rigidly connected at its other end to a hub shaft (6.2), The wheels are attached and fixed to the hub axle (6.2), through which torque and force are transmitted back and forth between the vehicle and the road; The stator (1.1) of the electric motor (1) is a fixed element in the middle of the electric motor (1) and is fixed to the vehicle by means of a clamp (1.1.1), while the outer rotor or rotor extension (1.2) of the electric motor (1) rotates around the stator (1.1) at the same speed as the shaft (5), the hub shaft (6.2) and the wheel, in, When in operation, the clamping member (1.1.1) of the stator (1.1) transmits all forces and torques back and forth between the motor (1) and the wheel without mechanical losses; The outer rotor or rotor extension (1.2) is equipped with cooling fins (1.R) which increase the outer surface area of ​​the electric motor (1) and improve the heat transfer from the electric motor (1) to the surroundings, and this heat is used to heat the vehicle cabin, the internal combustion engine and the battery.

2. The vehicle front axle powertrain using an electric motor with an outer rotor according to claim 1, characterized in that: Water and air cooling of the outer rotor or rotor extension (1.2); and the internal joint (4) allows the shaft (5) to be tilted by an angle BK in the direction SB about the center line to the right in the direction SD and to the left in the direction SL relative to the vehicle or stator (1.1), while transmitting torque in the direction SD and in the direction SL; And the external pivot center (6.1) installed in the external constant velocity joint (6) moves the hub shaft (6.2) relative to the shaft (5) in the direction SA through an angle AK, while transmitting torque in the direction SD and the direction SL.

3. The vehicle front axle powertrain using an electric motor with an outer rotor according to claim 1 or 2, characterized in that: During operation, the clamping part (1.1.1) of the stator (1.1) transmits all forces and torques through the electric motor (1), the outer rotor or rotor extension (1.2), the clutch (3), through the internal joint (4), the shaft (5) to the external constant velocity joint (6), and then to the hub shaft (6.2) rigidly fixed to the wheel hub, through which the forces and torques are transmitted back and forth between the vehicle and the road.

4. The vehicle front axle powertrain using an electric motor with an outer rotor according to claim 1, characterized in that: An outer rotor or rotor extension (1.2) is mounted outside the diameter of the electric motor (1), while the stator (1.1) is placed inside the outer rotor or rotor extension (1.2) and is rigidly fixed to the vehicle by means of clamps (1.1.1).

5. The vehicle front axle powertrain using an electric motor with an outer rotor according to claim 1, characterized in that: The wheel mounted on the hub shaft (6.2) of the external constant velocity joint (6) through the wheel hub can move in the direction SA and the direction SB, and the wheel can rotate and transmit the acceleration and deceleration torque in the direction SD or the direction SL.

6. The vehicle front axle powertrain using an electric motor with an outer rotor according to claim 1, characterized in that: Two pivot centers are mounted to a vehicle front axle powertrain using an electric motor (1) with an outer rotor or rotor extension (1.2), specifically an inner pivot center (4.1) and an outer pivot center (6.1).

7. The vehicle front axle powertrain using an electric motor with an outer rotor according to claim 6, characterized in that: The internal pivot center (4.1) is mounted in the internal joint (4) and enables the shaft (5) to move relative to the vehicle or stator (1.1) in direction SB by an angle BK ranging from angle BK=0 to angle BK=80 degrees while enabling it to transmit torque in direction SD and direction SL.

8. The vehicle front axle powertrain using an electric motor with an outer rotor according to claim 6, characterized in that: The external pivot center (6.1) is mounted in the external constant velocity joint (6) and enables the hub shaft (6.2) to move relative to the shaft (5) in direction SA by an angle AK ranging from angle AK=0 to angle AK=80 degrees while enabling torque to be transmitted in directions SD and SL.

9. The vehicle front axle powertrain using an electric motor with an outer rotor according to claim 1, characterized in that: The clutch (3) is designed and constructed as a so-called safety clutch with preloaded steel balls (3.K), which releases the mechanical torque connection if the torque exceeds 800 Nm.

10. The vehicle front axle powertrain using an electric motor with an outer rotor according to claim 1, characterized in that: The electric motor (1) is optionally used as a brake and converts kinetic energy into electrical energy by operating the electric motor (1) as a generator during braking, thereby diverting the kinetic energy through the shaft (5) to the outer rotor or rotor extension (1.2) and generating a so-called magnetic flux between the stator (1.1) and the outer rotor or rotor extension (1.2), which brakes the outer rotor or rotor extension (1.2) and converts kinetic energy into electrical energy, which is transmitted by the electric motor (1) through the conductor EV to the modem (M), which then transmits it to the battery and other electrical devices.

11. The vehicle front axle powertrain using an electric motor with an outer rotor according to claim 1, characterized in that: The electric motor (1) is allowed to convert the kinetic energy from the shaft (5) into a torque of up to 500 Nm, or 800 Nm in a short period of time.

12. The vehicle front axle powertrain using an electric motor with an outer rotor according to claim 1, characterized in that: The disc brake (3.1) is rigidly pressed onto the outer part (3.Z) of the clutch (3), the disc brake (3.1) being centered and located on the outer part (3.Z) of the clutch (3) and press-fitted with bolts (3.P), which can be any number but not less than three.

13. The vehicle front axle powertrain using an electric motor with an outer rotor according to claim 9, characterized in that: The outer part (3.Z) of the clutch (3) is assembled by means of a centering plug (3.Z.1), which is installed in the hole (3.N.1) of the inner part (3.N) of the clutch (3), and the tolerance between the centering plug (3.Z.1) and the hole (3.N.1) of the inner part (3.N) of the clutch (3) reaches H7 / h6.

14. The vehicle front axle powertrain using an electric motor with an outer rotor according to claim 9, characterized in that: A hole (3.N.2) with a spherical end is provided on the inner part (3.N) of the clutch (3), and a hole (3.Z.2) is provided on the outer part (3.Z), and the diameter of the hole (3.Z.2) of the outer part (3.Z) and the diameter of the hole (3.N.2) with a spherical end on the inner part (3.N) of the clutch (3) are within and between.

15. The vehicle front axle powertrain using an electric motor with an outer rotor according to claim 9, characterized in that: The steel ball (3.K) is inserted through the hole (3.Z.2) of the outer part (3.Z) into the hole (3.N.2) with a spherical end on the inner part (3.N) of the clutch (3) and the spiral spring. The spiral spring can also be a conical spring pressed on the steel ball (3.K) and pressed on the proximal end of the hole (3.Z.2) of the outer part (3.Z). The hole (3.Z.2) of the outer part (3.Z) is provided with an internal thread (3.NM), and the nut (3.M) is adapted in the internal thread, and the nut (3.M) is screwed in or out along the thread (3.NM) by assembling the hole (3.Z.2) of the outer part (3.Z).

16. The vehicle front axle powertrain using an electric motor with an outer rotor according to claim 15, characterized in that: When the nut (3.M) is tightened, the force acting on the spring (3.V) on the steel ball (3.K) is increased, so that the steel ball (3.K) is pressed against the surface of the hole (3.N.2) with a spherical end on the inner part (3.N) of the clutch (3), so that the steel ball (3.K) fits against the spherical surface, thereby transmitting torque and speed back and forth between the inner part (3.N) of the clutch (3) and the outer part (3.Z) of the clutch (3).

17. The vehicle front axle powertrain using an electric motor with an outer rotor according to claim 9, characterized in that: The hole (3.Z.2) of the outer part (3.Z) and the hole (3.N.2) with spherical end on the inner part (3.N) of the clutch (3) are in the same position relative to the radius R, wherein the radius R is between R=20 mm and R=500 mm.

18. The vehicle front axle powertrain using an electric motor with an outer rotor according to claim 9, characterized in that: A plurality of holes (3.Z.2) in the outer part (3.Z) and holes (3.N.2) with spherical ends in the inner part (3.N) of the clutch (3) having any number N, wherein the number N is in the range of N=1 to N=30, and the radius R of the holes (3.Z.2) in the outer part (3.Z) and the holes (3.N.2) with spherical ends in the inner part (3.N) of the clutch (3) is in the range of R=20mm to R=500mm.

19. The vehicle front axle powertrain using an electric motor with an outer rotor according to claim 1 or 9, characterized in that: The inner part (3.N) and the outer part (3.Z) of the clutch (3) are axially connected by bolts (1.2.P), which can be at least three and at most twenty, distributed around the circumference and simultaneously connect the clutch (3) to the outer rotor or rotor extension (1.2) of the electric motor.

20. The vehicle front axle powertrain using an electric motor with an outer rotor according to claim 1 or 9, characterized in that: An arbitrary number of bolts (1.2.P) is positioned on the radius RV, wherein the radius RV is arranged between RV=20 mm and 800 mm and the number of bolts (1.2.P) is in the range between 3 and 20.

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