powertrain

Abstract

The present invention relates to a powertrain (102) for a vehicle (100). The powertrain comprises a prime mover (102A), a transmission assembly (102B). The transmission assembly (102B) is enclosed within a housing (203). The prime mover (102A) is attached to the housing (203). The housing (203) is attached to a chassis frame structure (101) of the vehicle (100) using mounting assemblies (201A, 201B). The mounting assemblies (201A, 201B) comprise a front mounting assembly (201A) and a rear mounting assembly (201B). The mounting assemblies (201A, 201B) are configured to have less weight and to reliably connect the powertrain (102) to the chassis frame structure (101) to maintain optimum ground clearance.

Description

Technical Field

[0001] This subject matter relates to a vehicle. More specifically, to a powertrain for a vehicle. Background Technology

[0002] In recent years, with the introduction of new powertrain technologies, reducing vehicle emissions has received significant attention. Consequently, the development of hybrid electric vehicles (HEVs) / electric vehicles (EVs) has also garnered considerable attention due to their optimized performance and durability. Importantly, performance and durability are fundamental vehicle attributes that attract customers to purchase vehicles.

[0003] The information disclosed in this background section is only intended to enhance the understanding of the background of the invention, and therefore may contain information that does not constitute prior art known to those skilled in the art in this country. Attached Figure Description

[0004] The invention is described herein with reference to exemplary embodiments of the powertrain in a three-wheeled electric vehicle. The powertrain described herein includes an electric motor. Such a powertrain can be installed in a two-wheeled, three-wheeled, or multi-wheeled vehicle. The same reference numerals are used throughout the drawings to refer to similar features and components. Furthermore, the inventive features of the invention are set forth in the appended claims.

[0005] Non-limiting and non-exhaustive embodiments of the invention are described with reference to the following accompanying drawings, wherein, unless otherwise stated, the same reference numerals refer to the same parts in all the various views. It should be understood that the following drawings may not be drawn to scale.

[0006] The following is a description of certain details and implementations, including a description of the accompanying drawings (which may depict some or all of the embodiments described below) and a discussion of other potential embodiments or implementations of the inventive concepts presented herein. An overview of embodiments of the invention is provided below, followed by a more detailed description with reference to the accompanying drawings.

[0007] Figure 1 A top view of an example vehicle (100) according to this subject matter is shown, in which several parts are omitted according to an embodiment.

[0008] Figure 2(a) shows a bottom side perspective view of an example vehicle (100) according to this subject matter, in which several parts are omitted according to an embodiment.

[0009] Figure 2(b) shows a rear perspective view of an example vehicle (100) according to this subject matter, in which several parts are omitted according to an embodiment.

[0010] Figure 3 An exploded rear view of a vehicle (100) according to an example of this subject is shown, in which several parts are omitted according to an embodiment.

[0011] Figure 4(a) shows an exploded rear perspective view of a powertrain (102) with a rear-mounted assembly (201B) according to an example of this subject matter, wherein several components are omitted in the figure according to an embodiment.

[0012] Figure 4(b) shows an exploded perspective view of a rear mounting assembly (201B) according to an example of this subject matter, in which several parts are omitted according to an embodiment.

[0013] Figure 5 Figure 4(a) shows a side cut-section view of the rear mounting assembly (201B) along the A-A' axis and a partial enlarged view of the rear mounting assembly (201B) as shown in an example according to this subject matter, wherein several parts are omitted in the figure according to an embodiment.

[0014] Figure 6 A front side view of a vehicle (100) according to an example of this subject is shown, in which several parts are omitted according to an alternative embodiment. Detailed Implementation

[0015] In the following description, specific details are set forth to provide a thorough understanding of the embodiments. However, those skilled in the art will recognize that the techniques described herein can be implemented without one or more of these specific details, or with other methods, components, materials, etc. In other instances, well-known structures, materials, or operations have not been shown or described in detail to avoid obscuring certain aspects.

[0016] Electric vehicles have the potential to significantly reduce greenhouse gas emissions in the transportation sector. Typically, the drive system of an electric vehicle includes a battery that powers an electric motor assembly and a transmission assembly. The electric motor assembly includes a controller for controlling the speed of the electric motor.

[0017] However, electric vehicles also have certain limitations. Most importantly, the driving range of an electric vehicle is limited by its battery. To increase the driving range of an electric vehicle, multiple battery packs are used.

[0018] In addition, existing batteries are prone to failure due to factors such as the continuous transmission of mechanical vibrations, exposure to high impact forces, and thermal runaway. This can lead to a runaway exothermic reaction chain, resulting in the release of toxic gases. This can further cause high voltage to form in the battery pack, leading to premature failure, fire, and explosion. To address these issues, batteries are equipped with mechanical interfaces. These interfaces protect and isolate the battery pack while maintaining optimal battery temperatures. However, this significantly increases the size, weight, and cost of electric vehicles. Furthermore, due to the multiple battery packs, there is less available storage space in the vehicle.

[0019] Sometimes, it has been observed that the electric motor, acting as the prime mover, tends to malfunction or shut down incorrectly. Motor malfunctions can cause a moving electric vehicle to stop abruptly and / or a stopped electric vehicle to start abruptly. These malfunctions have been observed to be caused by the intrusion of mud and water into the motor and related control devices. The intrusion of mud and water into the motor or related control devices can lead to insulation failure, resulting in erroneous behavior.

[0020] To address this issue, a dedicated cover can be used to cover the electric motor. However, the use of a cover occupies valuable space in a compact vehicle and sometimes reduces ground clearance, especially when the electric motor is positioned towards the ground. In such a layout, when traversing a bump, the dedicated cover will come into contact with the road surface due to the further reduction in ground clearance caused by the descent of the suspension. Reduced ground clearance can be addressed by increasing the stiffness of the suspension springs. However, increasing the stiffness of the suspension springs can negatively impact ride / driving comfort.

[0021] To address this problem, designers tend to detachably attach the electric motor along with the housing of the enclosed transmission assembly as a single drive unit, which is then attached to the chassis frame structure via a mounting assembly. However, the increased number of units also increases the load on the mounting assembly. This increased load can damage the mounting assembly, reducing the engagement force of the individual drive unit. This results in free movement of the individual drive unit, including the rolling of the electric motor.

[0022] Therefore, to prevent free movement, the strength of the mounting assembly, including multiple mounting brackets, bolts, and nuts, needs to be increased. However, increasing the thickness of the mounting brackets to ensure their strength increases their weight and cost. Furthermore, to ensure the strength of the bolts, the nominal diameter of the fasteners can be increased; however, this undesirably increases weight and cost.

[0023] Therefore, the challenge for design engineers is to meet conflicting requirements by designing a mounting assembly that reliably mounts a compact drive unit to the chassis frame structure in a cost-effective manner with improved ground clearance. Furthermore, it is desirable to provide a drive system mounting assembly that allows for quick and easy removal of the drive unit from the chassis frame structure during maintenance.

[0024] Therefore, there is a need for a mounting assembly that meets common vehicle requirements, including low weight, low cost, and high reliability, while overcoming all the aforementioned and other problems of known technologies. The above-mentioned disadvantages of the prior art are addressed by the present invention, which provides an improved mounting assembly. This mounting assembly is advantageously used to strive to meet customer expectations by providing low-cost and safe electric vehicles.

[0025] According to one embodiment, the object of the present invention is to provide a cost-effective and reliable mounting assembly that is lightweight and maintains optimal ground clearance.

[0026] According to one embodiment, another object of the present invention is to provide a mounting assembly configured to ensure the rapid installation and removal of a single drive unit during maintenance.

[0027] In accordance with this subject matter, in order to achieve the above objectives, a first feature of the present invention is a powertrain for a vehicle, the powertrain comprising: a chassis frame structure, a prime mover, and a transmission assembly enclosed within a housing, wherein the prime mover is attached to the housing, and wherein the housing is attached to the chassis frame structure using a mounting assembly to provide optimal ground clearance.

[0028] In addition to the first feature, the second feature of the invention is a power system, wherein the mounting assembly includes a front mounting assembly and a rear mounting assembly.

[0029] A third feature of the invention is a powertrain for a vehicle (100) comprising: a chassis frame structure, a prime mover, and a transmission assembly, wherein the prime mover is configured generally below the transmission assembly, and wherein the prime mover housing is elastically secured to the chassis frame structure by a front mounting assembly, wherein the front mounting assembly is disposed on one of the left or right sides of the prime mover housing, and a portion of the prime mover housing is attached to the chassis frame structure by a rear mounting structure to provide optimal ground clearance.

[0030] In addition to the second and third features, a fourth feature of the invention is a powertrain in which the rear mounting assembly is disposed together with the chassis frame structure on either side of the front mounting assembly.

[0031] In addition to the second and third features, the fifth feature of the invention is a powertrain, wherein the front mounting assembly includes a first mounting structure, a second mounting structure, one or more primary sleeve members, and one or more front mounting dampers, wherein one end of the second mounting member is connected to the powertrain via the front mounting dampers.

[0032] In addition to the second and third features, a sixth feature of the invention is a powertrain, wherein the rear mounting assembly includes a third mounting structure, one or more second-stage sleeve members, one or more third-stage sleeve members, and a rear mounting damper, wherein one end of the third mounting structure is connected to the powertrain.

[0033] In addition to the fifth feature, the seventh feature of the invention is a powertrain, wherein the first mounting structure is configured to have a predetermined shape attached to the chassis frame structure.

[0034] In addition to the fifth feature, the eighth feature of the invention is a power system, wherein the front end of the second mounting structure is attached to the attachment portion of the first mounting structure, and the rear end of the second mounting structure is attached to the power system.

[0035] In addition to the fifth feature, the ninth feature of the invention is a power system, wherein the rear end of the second mounting structure is configured to have a hollow cylindrical portion extending in the lateral direction of the power system.

[0036] In addition to the fifth feature, the tenth feature of the invention is a power system in which the front-mounted damper is disposed in the inner circumferential surface of the hollow cylindrical portion.

[0037] In addition to the sixth feature, the eleventh feature of the invention is a powertrain in which one or more ends of the third mounting structure are attached to one or more rear transverse members of the chassis frame structure.

[0038] In addition to the sixth feature, the twelfth feature of the invention is a power system, wherein the third mounting structure is configured to have an upper left portion, an upper right portion, and a central portion.

[0039] In addition to the twelfth feature, the thirteenth feature of the invention is a power system in which the upper left portion and the upper right portion are configured to have hollow cylindrical portions.

[0040] In addition to the thirteenth feature, the fourteenth feature of the invention is a power system, wherein the central portion has a top surface and a bottom surface, wherein one or more openings formed in the top surface are configured to have an inner diameter much larger than one or more openings formed in the bottom surface.

[0041] In addition to the fourteenth feature, the fifteenth feature of the invention is a power system in which the opening formed in the top surface is configured to receive the third-stage sleeve member.

[0042] In addition to the fifteenth feature, the sixteenth feature of the invention is a power system in which a portion of the third-stage sleeve member is positioned between the top surface and the bottom surface, wherein the third-stage sleeve member has a bore adapted to receive a threaded bolt for attaching the third mounting structure to the power system.

[0043] The seventeenth feature of the present invention is an electric vehicle comprising: a chassis frame structure; a prime mover; and a transmission assembly enclosed by a housing; wherein the housing is attached to the chassis frame structure by a mounting assembly according to any one of the preceding features, wherein the prime mover is operatively connected to the transmission assembly by a mechanical means, wherein the mechanical means includes a belt connecting a drive pulley and a driven pulley, wherein the drive pulley is fixed to the rotor of the prime mover, and the driven pulley is fixed to the input shaft of the transmission assembly, wherein the drive pulley is positioned substantially vertically upward relative to the driven pulley.

[0044] The subject matter is further described with reference to the accompanying drawings. It should be noted that the description and drawings only illustrate the principles of the subject matter. Various arrangements can be designed, although not explicitly described or shown herein, but these arrangements encompass the principles of the subject matter. Furthermore, all statements herein that describe the principles, aspects, and examples of the subject matter, as well as specific examples thereof, are intended to include their equivalents.

[0045] The foregoing disclosure is not intended to limit this disclosure to the precise form disclosed or to any particular field of use. Therefore, various alternative embodiments and / or modifications of this disclosure are possible, whether expressly described or implied herein. Having thus described embodiments of this disclosure, those skilled in the art will recognize that changes in form and detail may be made without departing from the scope of this disclosure. Therefore, this disclosure is limited only by the claims.

[0046] In the foregoing description, this disclosure has been described with reference to specific embodiments. However, as those skilled in the art will understand, the various embodiments disclosed herein can be modified or otherwise implemented in various other ways without departing from the spirit and scope of this disclosure. Therefore, this description is to be considered illustrative and intended to teach those skilled in the art how to make and use the various embodiments of this disclosure. It should be understood that the forms of the disclosure shown and described herein will be considered representative embodiments. Equivalent elements, materials, processes, or steps may be substituted for those representatively shown and described herein. Furthermore, certain features of this disclosure may be used independently of the use of other features, all of which will be apparent to those skilled in the art who benefit from the description of this disclosure. Expressions such as “comprising,” “including,” “integrated,” “consisting of,” “having,” and “are” used to describe and claim this disclosure are intended to be interpreted in a non-exclusive manner, allowing for the presence of articles, parts, or elements not explicitly described. References to the singular should also be understood to relate to the plural.

[0047] Furthermore, the various embodiments disclosed herein should be understood as illustrative and explanatory, and should not be construed as limiting the scope of this disclosure. All references to connections (e.g., attachment, fixation, coupling, connection, etc.) are provided only to aid the reader in understanding this disclosure and do not impose limitations, particularly regarding the location, orientation, or use of the systems and / or methods disclosed herein. Therefore, references to connections (if any) should be interpreted broadly. Moreover, such references to connections do not necessarily imply a direct connection between two elements.

[0048] Furthermore, all numerical terms, such as but not limited to “first,” “second,” “third,” “primary,” “secondary,” “main,” or any other common and / or numerical terms, should be regarded only as identifiers to help the reader understand the various elements, embodiments, variations, and / or modifications of this disclosure, and shall not impose any limitation, in particular, on the order or preference of any element, embodiment, variation, and / or modification relative to or over another element, embodiment, variation, and / or modification.

[0049] It will also be understood that one or more of the elements depicted in the figures / figures may be implemented in a more discrete or integrated manner, or even removed or rendered inoperable in some cases, which may be useful depending on the specific application. Furthermore, unless otherwise specifically stated, any significant shading in the figures / figures should be considered exemplary only and not limiting.

[0050] Embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0051] Figure 1A top view of an example vehicle (100) according to this subject matter is shown, wherein several parts are omitted in the figure according to an embodiment. Throughout the specification, the invention will be described by way of example electric / hybrid electric multi-wheeled vehicles (including three-wheeled vehicles). Figure 1 As shown, this electric / hybrid electric vehicle (100) (hereinafter referred to as the "vehicle") has, for example, a chassis frame structure (101). The chassis frame structure (101) includes one or more transverse members (101B), a longitudinal central member (101C), and a pair of longitudinal left and right side members (101A). According to the illustrated embodiment, the one or more transverse members (101B) connect the pair of left and right side members (101A). A powertrain (102) is fixed to the chassis frame structure (101). In particular, the powertrain (102) is mounted approximately at the center of the chassis frame structure (101), between the pair of longitudinal left and right side members (101A). The powertrain (102) provides driving force to the rear wheels (104) via a right rear axle and a left rear axle (103). The right axle and the left axle (103) extend in opposite transverse directions.

[0052] Figure 2(a) shows a bottom side perspective view of an example vehicle (100) according to the subject matter, in which several parts are omitted according to an embodiment. Figure 2(b) shows a rear side perspective view of an example vehicle (100) according to the subject matter, in which several parts are omitted according to an embodiment. For brevity, Figures 2(a) and 2(b) will be discussed together. As shown in Figure 2(a), the powertrain (102) is detachably attached to the chassis frame structure (101) using mounting assemblies (201A, 201B). The mounting assemblies (201A, 201B) include a front mounting assembly (201A) and a rear mounting assembly (201B). Furthermore, as shown in Figure 2(b), the powertrain (102) includes a prime mover (102A) and a transmission assembly (102B). The prime mover (102A) includes an electric motor. The rotation of the electric motor is controlled by a motor controller (102C) (hereinafter referred to as "EMC"). The EMC (102C) is configured to receive input from a throttle position sensor (not shown). According to one embodiment, the throttle position sensor (not shown) is operatively connected to a leg-operated pedal or a hand-operated throttle unit (not shown). The prime mover (102A) is operatively connected to a transmission assembly (102B) via a mechanical device (202). The transmission assembly (102B) is enclosed within a housing (203). As shown in FIG2(b), the mechanical device (202) includes a drive pulley (202A) fixed to the rotor of the prime mover (102A), and a driven pulley (202C) fixed to the input shaft (not shown) of the transmission assembly (102B) connected by a belt (202B). According to a preferred embodiment, the drive pulley (202A) is positioned substantially vertically upward relative to the driven pulley (202C) for a compact layout. According to an alternative embodiment, the mechanical device may include a sprocket and a chain drive.

[0053] Figure 3 An exploded rear view of a vehicle (100) according to an example of this subject matter is shown, in which several components are omitted according to an embodiment. As shown, the powertrain (102) is attached to the chassis frame structure (101) at two or more locations (as indicated by dashed lines) via mounting assemblies (201A, 201B). These two locations include the front underside and rear topside of the powertrain (102). Specifically, the front underside of the powertrain (102) is detachably attached to the chassis frame structure (101) via the front mounting assembly (201A), while the rear topside of the powertrain (102) is detachably attached to the chassis frame structure (101) via the rear mounting assembly (201B).

[0054] The front mounting assembly (201A) includes a first mounting structure (301) and a second mounting structure (302). Specifically, the first mounting structure (301) is attached to the chassis frame structure (101). According to a preferred embodiment, the first mounting structure (301) is welded to the chassis frame structure (101). The first mounting structure (301) initially extends rearward and downward, and bends in the middle toward the forward direction (F) of the vehicle (100), forming a predetermined profile that is substantially V-shaped, with its apex extending in the opposite direction (F) to the forward direction of the vehicle (100). The front end of the second mounting structure (302) is attached to the attachment portion (301A) of the first mounting structure (301), while the rear end of the second mounting structure (302) is attached to the powertrain (102) via a front mounting damper (302B). According to a preferred embodiment, the attachment portion (301A) of the first mounting structure (301) has at least one opening (301AA), and similarly, the front end of the second mounting structure (302) has at least one opening (302A). Both openings (301AA, 302A) are configured to receive a front mounting attachment device (303). According to the illustrated embodiment, the attachment portion (301A) has two openings (301AA), and similarly, the front end of the second mounting structure (302) has two openings (302A), both openings (302A) being configured to receive threaded bolts (303) to secure one end of the second mounting structure (302) to the first mounting structure (301). Furthermore, the rear end of the second mounting structure (302) is configured to have a hollow cylindrical portion (302C) extending in the lateral direction (L-L') of the power system (102). A front-mounted damper (302B) is disposed in the inner circumferential surface (not shown) of the hollow cylindrical portion (302C), such that the front-mounted damper (302B) is inserted between the primary sleeve member (308) and the inner circumferential surface (not shown) of the hollow cylindrical portion (302C). According to the illustrated embodiment, a threaded bolt (304) passes through an opening (305A) provided in the flange portion (305) of the housing (203) and an opening in the primary sleeve member (308) to prevent rolling and swaying of the prime mover (102A), thereby achieving reliable assembly. Furthermore, the front-mounted damper (302B) isolates vibrations from the transmission of the powertrain (102) to the chassis frame structure (101), thereby improving ride / driving comfort.

[0055] As depicted in the accompanying drawings, the rear mounting assembly (201B) includes a third mounting structure (306). The rear portion of the powertrain (102) is connected to the chassis frame structure (101) via one or more rear mounting dampers (306A) through the third mounting structure (306). Specifically, the third mounting structure (306) is attached via a rear mounting attachment device (309) to a pair of brackets (307A, 307B) provided in the rear transverse members (307) of the chassis frame structure (101).

[0056] Figure 4(a) shows an exploded rear perspective view of a powertrain (102) with a rear mounting assembly (201B) according to an example of this subject matter, wherein several components are omitted in the figure according to an embodiment. Figure 4(b) shows an exploded perspective view of a rear mounting assembly (201B) according to an example of this subject matter, wherein several components are omitted in the figure according to an embodiment. As shown in Figure 4(b), the rear mounting assembly (201B) includes one or more secondary sleeve members (401) and one or more tertiary sleeve members (403). A third mounting structure (306) is detachably attached to the powertrain (102) by threaded fasteners (402). The third mounting structure (306) is configured to have an upper left portion and an upper right portion (306C) and a central portion (306B). According to the illustrated embodiment, the central portion (306B) has a generally rectangular cross-section with four elongated faces. The four elongated surfaces also include a top surface (306TF) and a parallel bottom surface (306BF). The four elongated surfaces also include parallel side surfaces (306SF). The top surface (306TF) and the parallel bottom surface (306BF) are provided with openings (306BA, 306BB). The housing (203) enclosing the transmission assembly has one or more threaded holes (203A) configured to receive threaded fasteners (402) for attaching a third mounting structure (306) to the powertrain (102).

[0057] Furthermore, the upper left and upper right portions (306C) of the third mounting structure (306) are configured to have a predetermined shape of a hollow cylindrical portion extending in the lateral direction (L-L') of the power system (102). A rear-mounted damper (306A) is disposed in the inner circumferential surface (306CA) of the hollow cylindrical portion, such that the rear-mounted damper (306A) is inserted between the second-stage sleeve member (401) and the inner circumferential surface (306CA) of the hollow cylindrical portion. The second-stage sleeve member (401) has an opening configured to receive an attachment device (309) (e.g., Figure 3 (As shown).

[0058] Figure 5A side cross-sectional view along the A-A' axis and a partially enlarged view of the rear mounting assembly (201B) as shown in FIG. 4(a) according to an example of this subject matter are illustrated, wherein several components are omitted in the figures according to an embodiment. The central portion (306B) has openings formed by two openings (306BA) extending through the top surface (306TF) and bottom surface (306BF) of the central portion (306B). The opening (306BA) formed in the top surface (306TF) is configured to have an inner diameter (D1) much larger than the opening (306BB) formed in the bottom surface (306BF) of the central portion (306B). The opening (306BA) formed in the top surface (306TF) is configured to receive a third-stage sleeve member (403). A portion of the third-stage sleeve member (403) is positioned between the top surface (306TF) and the bottom surface (306BF), while a portion of the third-stage sleeve member (403) protrudes from the top surface (306TF) of the central portion (306B). The third-stage sleeve member (403) has an opening (403A) adapted to receive a threaded fastener (402) (as shown in FIG4(a)) to attach the third mounting structure (306) to the power system (102) (as shown in FIG4(a)).

[0059] Figure 6 A front side view of a vehicle (100) according to an example of this subject matter is shown, wherein several components are omitted from the figure according to an alternative embodiment. The structure of the front mounting assembly (201A) and the rear mounting assembly (201B) is similar to... Figure 3 Figure 4 Figure 5 For the sake of brevity, the same details are not repeated here. According to an alternative embodiment, the prime mover (102A) is configured generally below the transmission assembly (102B). According to the illustrated embodiment, the prime mover (102A) is elastically fixed to the chassis frame structure (101) by a front mounting assembly (201A). The front mounting assembly (201A) is disposed on one of the left or right sides of the prime mover housing (601), thereby forming a first coupling device. According to the illustrated embodiment, when viewed from the rear (R) side of the vehicle (100), the first coupling device is disposed on the left side of the prime mover housing (601). Furthermore, the prime mover housing (601) is connected to the chassis frame structure (101) by means of a rear mounting assembly (201B) via a second coupling device. The rear mounting assembly having the chassis frame structure (101) is disposed on either side of the first coupling device.

[0060] According to the above structure, one of the main advantages of this invention is a safe, reliable, optimally rigid, vibration-resistant, and cost-effective mounting assembly that provides a compact layout and optimal ground clearance. The front mounting assembly is configured to effectively suppress rolling and / or swaying of the prime mover while still providing sufficient degrees of freedom to isolate vibration and shock loads. Furthermore, the rear mounting assembly includes one or more sleeve members in the central portion of the third mounting structure, which resist deformation of the central portion having a rectangular configuration. Therefore, the powertrain is reliably connected to the chassis frame structure without using multiple brackets. This increases the strength of the rear mounting assembly without increasing the overall weight of the mounting assembly. Importantly, the powertrain is reliably mounted to the chassis frame structure in an optimal position using the front and rear mounting assemblies, eliminating the need for dedicated cover members to cover the powertrain, which further improves ground clearance.

[0061] Based on the above architecture, one of the main advantages of this invention is that, due to the reduced number of connections between the housing of the enclosed transmission assembly and the chassis frame structure, the powertrain can be quickly installed and disassembled. This reduces assembly time, thereby reducing labor hours and effectively lowering vehicle production costs.

[0062] Based on the above architecture, one of the main benefits of this invention is improved ride / driving comfort. The powertrain is connected to the chassis frame structure via mounting components, wherein the mounting components are configured to have rubber dampers that prevent vibrations from being transmitted to the chassis frame structure.

[0063] The above embodiments, especially any "preferred" embodiments, are examples of possible implementations and are merely provided for the purpose of clearly understanding the principles of the invention. It will be apparent to those skilled in the art that changes in form, connection, and detail may be made therein without departing from the spirit and scope of the invention.

[0064] List of reference numerals

[0065] F - Forward direction

[0066] R - Rear Direction

[0067] L-L'- Lateral direction

[0068] 100-vehicles

[0069] 101-Chassis Frame Structure

[0070] 101A - Left side member and right side member

[0071] 101B-Transverse Member

[0072] 101C - Central Component

[0073] 102-Power System

[0074] 102A - Prime Motor

[0075] 102B-Transmission Assembly

[0076] 102C-Motor Controller

[0077] 103-Right wheel axle and left wheel axle

[0078] 104-Rear Wheel

[0079] 201A, 201B - Installation Components

[0080] 201A-Front Mounting Assembly

[0081] 201B - Rear Mounting Assembly

[0082] 202-Mechanical Devices

[0083] 202A-Drive Pulley

[0084] 202B-with

[0085] 202C-Driven Pulley

[0086] 203-Shell

[0087] 301-First Installation Structure

[0088] 301A - Attachment

[0089] 301AA - Opening in the attachment portion

[0090] 302-Second Installation Structure

[0091] 302B - Front-mounted damper

[0092] 302A - Opening in the front end of the second component

[0093] 303 - Front Mounting Attachment

[0094] 304 threaded bolts

[0095] 305 - Flange portion

[0096] 305A - Opening in the flange portion

[0097] 306-Third Installation Structure

[0098] 306A - Rear-mounted damper

[0099] 306B - Central Section

[0100] 306BA - Opening in the top surface

[0101] 306BB - Opening in the bottom surface

[0102] 306C - Upper left and upper right sections

[0103] 306TF - Top

[0104] 306BF-Bottom

[0105] 306SF - Side View

[0106] 307 - Rear transverse member

[0107] 307A, 307B - Bracket

[0108] 308 - Primary Sleeve Component

[0109] 309 - Rear-mounted attachment device

[0110] 401-Secondary Sleeve Component

[0111] 402-Threaded Fasteners

[0112] 403-Third-stage sleeve component

[0113] 601 - Prime mover housing.

Claims

1. A powertrain (102) for a vehicle (100), said powertrain (102) comprising: Chassis frame structure (101), Prime mover (102A), The transmission assembly (102B) is enclosed within the housing (203). The prime mover (102A) is attached to the housing (203), and The housing (203) is attached to the chassis frame structure using mounting components (201A, 201B) to provide optimal ground clearance. The mounting components (201A, 201B) include a front mounting component (201A) and a rear mounting component (201B); The front mounting assembly (201A) includes: First mounting structure (301), Second mounting structure (302), One or more primary sleeve components (308), and One or more front-mounted dampers (302B) One end of the second mounting structure (302) is connected to the power system (102) via the front mounting damper (302B); The rear mounting assembly (201B) includes: The third mounting structure (306), One or more second-stage sleeve components (401), One or more third-stage sleeve components (403), and One or more rear-mounted dampers (306A), The first mounting structure (301) initially extends rearward and downward, and bends in the middle toward the forward direction (F) of the vehicle (100) to form a predetermined profile that is substantially V-shaped, with its apex extending in the opposite direction (F) of the forward direction of the vehicle (100). One end of the third mounting structure (306) is connected to the power system (102), and The third mounting structure (306) is configured to have an upper left portion and an upper right portion (306C) and a central portion (306B), and the upper left portion and the upper right portion (306C) of the third mounting structure (306) are configured to have a hollow cylindrical portion extending in the lateral direction (L-L') of the power system (102).

2. The powertrain (102) for a vehicle (100) according to claim 1, wherein the rear mounting assembly (201B) is disposed together with the chassis frame structure (101) on either side of the front mounting assembly (201A).

3. The powertrain (102) for a vehicle (100) according to claim 1, wherein the first mounting structure (301) is configured to have a predetermined shape attached to the chassis frame structure (101).

4. The powertrain (102) for a vehicle (100) according to claim 1, wherein the front end of the second mounting structure (302) is attached to the attachment portion (301A) of the first mounting structure (301), and the rear end of the second mounting structure (302) is attached to the powertrain (102).

5. The powertrain (102) for a vehicle (100) according to claim 1, wherein the rear end of the second mounting structure (302) is configured to have a hollow cylindrical portion extending in the lateral direction (L-L') of the powertrain (102).

6. The powertrain (102) for a vehicle (100) according to claim 1, wherein the front-mounted damper (302B) is disposed in the inner circumferential surface of the hollow cylindrical portion.

7. The powertrain (102) for a vehicle (100) according to claim 1, wherein one end of the third mounting structure (306) is attached to one or more rear transverse members (307) of the chassis frame structure (101).

8. The powertrain (102) for a vehicle (100) according to claim 1, wherein the central portion (306B) has a top surface (306TF) and a bottom surface (306BF), wherein one or more openings (306BA) formed in the top surface (306TF) are configured to have an inner diameter (D1) much larger than the one or more openings (306BB) formed in the bottom surface (306BF).

9. The powertrain (102) for a vehicle (100) according to claim 8, wherein the opening (306BA) formed in the top surface (306TF) is configured to receive the third-stage sleeve member (403).

10. The powertrain (102) for a vehicle (100) according to claim 9, wherein a portion of the third-stage sleeve member (403) is positioned between the top surface (306TF) and the bottom surface (306BF), wherein the third-stage sleeve member (403) has an eyelet (401A) adapted to receive a threaded bolt (402) for attaching the third mounting structure (306) to the powertrain (102).

11. A powertrain (102) for a vehicle (100), said powertrain (102) comprising: Chassis frame structure (101), Prime mover (102A), and Transmission assembly (102B), The prime mover (102A) is configured substantially below the transmission assembly (102B), and The prime mover housing (601) is elastically fixed to the chassis frame structure (101) via a front mounting assembly (201A). The front mounting assembly (201A) is disposed on one of the left or right sides of the prime mover housing (601), and a portion of the prime mover housing (601) is attached to the chassis frame structure (101) via the rear mounting assembly (201B) to provide optimal ground clearance. The front mounting assembly (201A) includes: First mounting structure (301), Second mounting structure (302), One or more primary sleeve components (308), and One or more front-mounted dampers (302B) One end of the second mounting structure (302) is connected to the power system (102) via the front mounting damper (302B). The rear mounting assembly (201B) includes: The third mounting structure (306), One or more second-stage sleeve components (401), One or more third-stage sleeve components (403), and One or more rear-mounted dampers (306A), One end of the third mounting structure (306) is connected to the power system (102). The first mounting structure (301) initially extends rearward and downward, and bends in the middle toward the forward direction (F) of the vehicle (100), forming a predetermined profile that is substantially V-shaped, with its apex extending in the opposite direction (F) to the forward direction of the vehicle (100); and The third mounting structure (306) is configured to have an upper left portion and an upper right portion (306C) and a central portion (306B), and the upper left portion and the upper right portion (306C) of the third mounting structure (306) are configured to have a hollow cylindrical portion extending in the lateral direction (L-L') of the power system (102).

12. The powertrain (102) for a vehicle (100) according to claim 11, wherein the rear mounting assembly (201B) is disposed together with the chassis frame structure (101) on either side of the front mounting assembly (201A).

13. The powertrain (102) for a vehicle (100) according to claim 11, wherein the first mounting structure (301) is configured to have a predetermined shape attached to the chassis frame structure (101).

14. The powertrain (102) for a vehicle (100) according to claim 11, wherein the front end of the second mounting structure (302) is attached to the attachment portion (301A) of the first mounting structure (301), and the rear end of the second mounting structure (302) is attached to the powertrain (102).

15. The powertrain (102) for a vehicle (100) according to claim 11, wherein the rear end of the second mounting structure (302) is configured to have a hollow cylindrical portion extending in the lateral direction (L-L') of the powertrain (102).

16. The powertrain (102) for a vehicle (100) according to claim 11, wherein the front-mounted damper (302B) is disposed in the inner circumferential surface of the hollow cylindrical portion.

17. The powertrain (102) for a vehicle (100) according to claim 11, wherein one end of the third mounting structure (306) is attached to one or more rear transverse members (307) of the chassis frame structure (101).

18. The powertrain (102) for a vehicle (100) according to claim 11, wherein the central portion (306B) has a top surface (306TF) and a bottom surface (306BF), wherein one or more openings (306BA) formed in the top surface (306TF) are configured to have an inner diameter (D1) much larger than the one or more openings (306BB) formed in the bottom surface (306BF).

19. The powertrain (102) for a vehicle (100) according to claim 18, wherein the opening (306BA) formed in the top surface (306TF) is configured to receive the third-stage sleeve member (403).

20. The powertrain (102) for a vehicle (100) according to claim 19, wherein a portion of the third-stage sleeve member (403) is positioned between the top surface (306TF) and the bottom surface (306BF), wherein the third-stage sleeve member (403) has an eyelet (401A) adapted to receive a threaded bolt (402) for attaching the third mounting structure (306) to the powertrain (102).

21. An electric vehicle (100), said electric vehicle (100) comprising: Chassis frame structure (101); Prime mover (102A); and A transmission assembly (102B) is enclosed by a housing (203); The housing (203) is attached to the chassis frame structure (101) by means of mounting components (201A, 201B) according to any one of the preceding claims. The prime mover (102A) is operatively connected to the transmission assembly (102B) via a mechanical device (202). The mechanical device (202) includes a belt (202B) connecting the drive pulley (202A) and the driven pulley (202C). The drive pulley (202A) is fixed to the rotor of the prime mover (102A), and the driven pulley (202C) is fixed to the input shaft of the transmission assembly (102B). The drive pulley (202A) is positioned substantially vertically upward relative to the driven pulley (202C).

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