Electric drive arrangement for a multi-wheeled vehicle

Abstract

The invention relates to a drive assembly (100), wherein the drive assembly (100) is configured as a drive system (105) and a mounting assembly (106, 504), wherein the mounting assembly (106, 504) is configured to support a prime mover (102) relative to a chassis frame structure. The drive assembly (100) is a conversion kit allowing conversion by a person skilled in the art of the field of vehicle mechanics.

Description

TECHNICAL FIELD

[0001] The present subject matter relates to a drive assembly. More particularly, the present subject matter relates to an electric drive assembly. BACKGROUND

[0002] In the past few years, public transport vehicles including multi-wheeled vehicles have become the primary means of transport. Such vehicles are used as one of the primary modes of transport especially in developing countries. Typical public transport runs day and night on roads, and such an increasing number of vehicles on roads leads to many innovations. Improving the comfort and safety of the vehicle and the safety of the passengers in public transport has always been a great challenge for automobile manufacturers, as the added safety features need to accommodate a large number of controls and indicators in a defined space. Further, the investment and market viability of electric vehicles has grown in a large range, as the cost of fossil fuels is high, while being environmentally friendly, which leads to the emergence of alternative means of transport. The alternative means include electric vehicles, wherein these vehicles use a motor as a prime mover. The attraction of electric vehicles is that the power unit in the form of a rechargeable battery pack is environmentally clean, as it does not pollute the air during its operation, and its operation is silent. Therefore, most people purchase electric vehicles for daily use. But the traction motor has to withstand a wide range of temperatures as well as shocks, vibrations, and abuse, and hence, placing the motor in the best position without affecting the passenger cabin or the driver cabin space, while ensuring the required torque and speed at all times is a challenge faced by automobile players. BRIEF DESCRIPTION OF DRAWINGS

[0003] The detailed description is described with reference to the embodiments of the drive assembly for a vehicle in conjunction with the accompanying drawings. Like numbers in all the figures refer to like features and components.

[0004] Figure 1 A detailed isometric view of the drive assembly according to the first embodiment of the present invention is illustrated.

[0005] Figure 2 An exploded view of the drive assembly according to the first embodiment of the present invention is illustrated.

[0006] Figure 3 A side cutaway view and a rear view of the flange according to the first embodiment and the second embodiment of the present invention is illustrated.

[0007] Figure 4 A rear side cutaway view of the drive assembly according to the first embodiment and the second embodiment of the present invention when viewed from the rear side is illustrated.

[0008] Figure 5 A detailed isometric view of the drive assembly according to the second embodiment of the present invention is illustrated.

[0009] Figure 6 An exploded view of a drive assembly according to a second embodiment of the application is illustrated. DETAILED DESCRIPTION

[0010] Herein, various features and embodiments of the application will become apparent from the further description thereof set out below. It is envisaged that the concept of the application can be applied to any type of vehicle employing a similar transmission arrangement, within the spirit and scope of the application. Furthermore, "front" and "rear" and "left" and "right" as referred to in the subsequent description of the illustrated embodiments refer to the front, rear, left and right directions as viewed from the rear of the multi-wheeled vehicle. Furthermore, the longitudinal axis refers to the fore-aft axis of the vehicle unless otherwise stated, while the lateral axis refers to the left-to-right or lateral axis of the vehicle unless otherwise stated. Detailed explanations of the construction of parts other than those forming an essential part of the subject matter have been omitted where appropriate.

[0011] As torque and speed are important parameters in automobiles, these parameters can vary depending on different parts of the vehicle; similarly, small vehicles used in public transport are designed keeping these two parameters in mind. It has always been a challenge for automobile manufacturers to strike a proper balance between torque and speed, hence to get different speeds at different loads, similarly to get different torque at different loads, implementation of a driveline or gearbox is required. When the power generated by the power unit is directly transmitted to the rear wheels, it results in improper torque as direct drive results in uncontrolled speed or sub-optimal speed and unfavorable operating conditions, thus not achieving optimal engine performance, i.e., torque and rpm (revolutions per minute). Therefore, for optimal vehicle performance and optimal operating conditions, to transfer power from the power unit to the rear wheels of the vehicle, a transmission or gearbox is typically provided. However, the trade-off between torque demand and fuel economy is difficult as fuel economy decreases at higher torque demand. Further, the high cost of fossil fuels has led to the advent of alternative means of transportation. Also, original equipment manufacturers and customers are working towards reducing carbon dioxide emissions by electrifying the driveline as they have the capability to propel the vehicle while leaving space inside the vehicle to allow a sufficiently large battery pack to provide a sufficient maximum range. Alternative means include electric vehicles, where these vehicles use a motor as a prime mover. Further, centrally mounted motors driving a gearbox are known in the art. However, it has its own inherent disadvantages such as overall reduction in driveline efficiency as compared to the driveline losses of an equivalent vehicle fitted with two direct drive motors. But independent motor drive has an advantage in terms of space utilization as it reduces the number of parts, including heavy duty differentials, gearboxes, etc. Therefore, hub motors are one of the most promising technologies in automobile electrification. Further, in-hub motor drives are rapidly developing in the field of variable speed drive technology. They are themselves variable speed drives with the features of simple construction, wide speed range, high efficiency, etc., but at the same time, the inherent disadvantage of in-hub motors is limited torque transfer for independent drive of the wheels. Therefore, to get the desired torque, the size of the in-hub motor should be increased, but this is undesirable due to increase in mass, moment of inertia, layout size constraints, etc. Therefore, there is a trade-off between moving the driveline mass from unsprung to sprung mass and space availability. This increased unsprung mass is often challenged by an increase in the unsprung / sprung mass ratio, which can result in dangerous, uncomfortable vehicle and driving conditions. Further, the increase in size of the in-hub motor results in an increase in the size of the wheel assembly. But the size of the wheel assembly is typically small for light weight public transport vehicles, hence, the increase in size of the wheel assembly and the increase in parts results in layout constraints while designing a compact, light weight powertrain. The weight of the public transport vehicle and its range are additional key factors that must be improved all the time. Any increase in parts, weight, cost is detrimental and undesirable.Therefore, there is a need for an improved electric drive train layout which is capable of delivering the required torque to propel a multi-wheeled vehicle while overcoming all the above mentioned problems and other problems in the known art.

[0012] Further, a new electric vehicle is an obvious choice as it can achieve reasonable efficiency, less consumption but at a higher cost. Another option is to convert an internal combustion engine powered vehicle to an electrically powered vehicle. Such a conversion requires incorporation of additional components or major changes in the vehicle layout including introduction of new electric drive which makes the entire power train bulky and large in size. Further, such a solution requires a thorough check of the vehicle layout and involves a lot of R&D and considerable investment to design a new electric drive train. Further, any major change in the vehicle existing layout would have an adverse effect on its passenger space or cargo space and also involves a complete redesign of the frame assembly to support the motor and its location / mounting. Therefore, apart from the above mentioned requirements, an improved electric drive assembly should be able to be implemented with minimum changes in the existing platform layout and minimum modifications to the standard frame supporting the internal combustion engine power train. Further, there should be standardization of parts wherein the electric drive can be introduced based on customer requirements, manufacturer requirements, etc.

[0013] In view of the rising prices of fossil fuels, there is also a need to develop an improved electric drive assembly which can be provided in the form of a retrofit / conversion assembly allowing the conversion to be implemented by the technicians in the vehicle repair / field service mechanics domain. The conversion of a multi-wheeled vehicle from an internal combustion engine drive to an electric vehicle should have considerable freedom in the size of the motor. There is a current need to design an electric drive assembly which can help to address the above mentioned problems and is affordable within the reach of the masses.

[0014] Therefore, it is an object of the present application to provide a drive assembly for an electric power train which ensures efficient transmission.

[0015] It is another object of the present application to provide a drive assembly which has high efficiency, good control and is low in cost throughout the speed range including the hill climbing capability.

[0016] It is yet another object of the present application to provide a drive assembly which can be adapted to different performance ranges or sizes of the motor as per the customer needs.

[0017] It is another object of the present application to provide a drive assembly in the form of a retrofit / conversion assembly to convert an internal combustion engine powered vehicle to an electric vehicle thereby allowing the conversion to be implemented by the technicians in the vehicle repair domain in the field.

[0018] Yet another object of the present application is to provide a drive assembly which ensures comfort and reliability of installation of passengers under extreme conditions thereby achieving good durability, safety and life when used with any powertrain.

[0019] The present application relates to a drive assembly for a vehicle comprising a drive wheel operatively connected to a prime mover by a drive system. The drive system comprises at least one flange and at least one drive axle. The flange is connected to the drive axle by a lock nut such that the flange and the drive axle rotate as a single assembly. The drive axle comprising the flange is supported within a housing axle by two bearings. The flange is detachably attached to the prime mover. The drive assembly comprises a mounting assembly; the mounting assembly supports the prime mover relative to a frame. According to a first embodiment, a support member connects the prime mover to a trailing arm. The support member is adapted to have a second member wherein the second member is fastened to the first member. The first member is mounted on the trailing arm. Both the first member and the second member are configured to have a predetermined shape with a plurality of openings.

[0020] According to a second embodiment, the present application is configured with a mounting assembly comprising at least one support member and at least one cross member. The cross member bridges the trailing arm and the support member. The trailing arm and the support member have a plurality of openings elongated in the longitudinal direction of the vehicle. Further, the cross member is configured to have a length suitable for connecting the mounting structure with the trailing arm and the support member respectively. According to the second embodiment, the cross member can be assembled in different configurations by inserting a plurality of threaded fasteners through the openings in each adjacent trailing arm and support member depending on the different sizes of the motor.

[0021] In the following description, reference is made to the Figures 1 to 6 The foregoing and other advantages of the present subject matter are more fully described in the description that follows, in conjunction with the illustrative embodiments of a multi-wheeled vehicle.

[0022] According to one aspect of the present subject matter, the term prime mover is used interchangeably for an electric motor throughout the specification in accordance with the scope and spirit of the present application.

[0023] Figure 1, according to the first embodiment, the vehicle (not shown) comprises a chassis frame structure (not shown) extending along a vehicle longitudinal axis (Y-Y’) from a front (F) to a rear (R). The chassis frame structure (not shown) comprises a suspension (104) comprising a spring and a shock absorber unit connected to the chassis frame structure (not shown). One end of the suspension is connected to at least a portion of the chassis frame structure (not shown) and the other end is connected to a trailing arm (103). A hydraulic braking system (107) is attached to the drive wheel (101). In an alternative embodiment, the braking system (107) can be built-in in the drive wheel (101). The drive assembly (100) comprises a drive wheel (101) operably connected to a prime mover (102). The prime mover (102) comprises an electric motor (102). The trailing arm (103) is pivotally or fixedly attached to the chassis frame structure (not shown) and has a front end (103F) and a rear end (103R), the rear end (103R) of the trailing arm is connected to the drive wheel (101) and the front end (103F) of the trailing arm is connected to the chassis frame structure (not shown). The drive wheel (101) is connected to the prime mover (102) through a drive system (105). Further, a mounting assembly (106) configured to support the prime mover (102) with respect to the chassis frame structure (not shown) is provided.

[0024] Figure 2 An exploded view of the drive assembly (100) for a vehicle according to the first embodiment of the present application is illustrated. The electric motor (102) has two parts: a rotating member (202) called rotor (202) which houses a plurality of permanent magnets mounted inside it. A stationary member (201) called stator (201) which contains stationary copper windings connected to a battery through a controller. According to one aspect of the present subject matter, the word “stationary member (201)” is used interchangeably for the stator (201) of the electric motor (102). Similarly; according to the scope and spirit of the present application, the word “rotating member (202)” is used interchangeably for the rotor (202) of the electric motor (102) throughout the specification.

[0025] The drive system (105) comprises at least one flange (203) and at least one drive axle (204). The flange (203) is detachably attached to the rotor (202) of the electric motor (102). The drive axle (204) is configured to be detachably attached with the flange (203). The mounting assembly (106) holds the stator (201) of the electric motor (102) and influences the rotor (202) of the electric motor (102) to rotate the drive wheel (101) at a predetermined speed through the drive system (105). The mounting assembly (106) comprises at least one support member (210) having a front end (210F) mounted to the trailing arm (103) and a rear end (210R) of the support member (210) connected to the stationary member (201) of the prime mover (102). The front end (210F) of the support member is adapted to have a second member (206). The first member (205) is mounted on the trailing arm (103). The first member (205) and the second member (206) have a predetermined shape. The predetermined shape comprises a U-shaped bracket (205, 206) having a plurality of openings (205a, 206a). The second member (206) of the support member (210) is detachably attached to the first member (205) by inserting a plurality of threaded fasteners (208) through the openings (205a, 206a).

[0026] Further, the stator (201) of the electric motor (102) is configured to have a threaded portion (201a) at one end thereof. The rear end (210R) of the support member (210) is made up of a bushing (not shown) connected to the stator (201) of the motor (102) which restricts all degrees of freedom by means of a plurality of nuts (209).

[0027] The first member (205) and the second member (206) are configured to have a plurality of openings (205a, 206a) such that any variation in the distance between the drive wheel (101) and the prime mover (102) within the prescribed limit can be accommodated by the sliding connection between the flange (203) and the drive axle (204). The first member (205) and the second member (206) are provided with a plurality of elongated openings (205a, 206a) in order to stabilize and control the movement of the vehicle. These members are provided with elongated openings (205a, 206a) in different directions. The first member (205) has a plurality of openings (205a) elongated in the transverse direction C-C' while the second member (206) has a plurality of openings (206a) elongated in the longitudinal direction (Y-Y'). According to another embodiment, at least one mounting slot on the first member (205) and at least one slot on the second member (206) are provided in mutually orthogonal directions in order to achieve a strong joint. Thus, the first member (205) and the second member (206) are matched using fastening means (208) comprising a plurality of nuts and bolts (208). This particular alignment of the elongated openings (205a, 206a) in the first member (205) and the second member (206) absorbs and deflects a large number of initial road impacts and / or body movements. The support member (210) has a particular metal profile, i.e. a curved rectangular hollow cross-section, which ensures a high strength to weight ratio and torsional strength. Thus, the support arm (210) is rigidly made to withstand the overhanging weight of the prime mover (102). Thus, the mounting assembly (106) is made rigid to withstand the dead weight and additional road loads, including jolt loads, pothole loads, sprung mass loads and impact loads.

[0028] Figure 3 A side cut and a rear view of the flange (203) according to the first and second embodiments of the present application are illustrated. The flange (203) is configured to have a base portion (301) at one end thereof. The base portion (301) is configured to have a peripheral hole (300) for connection with the rotating member (202) of the prime mover (102). The base portion (301) of the flange (203) has predetermined shape and openings (302, 303, 304) sized to match the drive axle (204) and the hub (407) of the prime mover (102) respectively. The flange (203) configured to have openings (302, 303, 304) extends through the base portion (301) to the axle portion (304) of the flange (203) sized to match the drive axle (204) and the hub (407) of the prime mover (102) to which the flange (203) is to be attached (as shown in Figure 4 Figure 4 ​The flange (203) is configured to have internal splines (304a). The internal splines (304a) on the flange (203) are sized to attach to external splines (not shown) of the drive axle (204). The openings (302, 303, 304) include a lock nut portion (303) to accommodate a lock nut (207) (as shown) to connect the drive axle (204) with the flange (203). A portion of the drive axle (204) is located in the drive axle portion (304). The flange bears torsional loads and additional bending loads due to the predetermined shape and thickness of the base portion of the flange. Figure 2 The openings (302, 303, 304) include a lock nut portion (303) to accommodate a lock nut (207) (as shown) to connect the drive axle (204) with the flange (203). A portion of the drive axle (204) is located in the drive axle portion (304). The flange bears torsional loads and additional bending loads due to the predetermined shape and thickness of the base portion of the flange.

[0029] Figure 4A rear side cut view of the drive assembly (100) is illustrated from the rear side, in accordance with the preferred embodiment of the present application. The rotating member (202) of the prime mover (102) is configured with a plurality of retaining studs (404). The base portion (301) of the flange (203) is configured with a peripheral hole (300) for detachable attachment with the rotating member (202) of the prime mover (102). Accordingly, the retaining studs (404) are screwed into the peripheral hole (300) of the base (301) of the flange (203). These retaining studs (404) are used to hold the flange (203) in place while a plurality of nuts (405) are to fasten the flange (203) to the mating rotating member (202) of the prime mover (102). The driving force from the prime mover (102) is transmitted from the flange (203) to the drive axle (204). The drive axle (204) can slide within the splines (304a) provided in the flange (203). The flange (203) is connected to the drive axle (204) by a lock nut (207) such that the flange (203) and the drive axle (204) rotate like a single assembly. The rear end (103R) of the trailing arm is configured with a housing axle (406). The drive axle (204) including the flange (203) is supported within the housing axle (406) by at least two bearings (403). The tire (409) along with the inner tube (410) is mounted on the periphery of the rim (401). In an alternative embodiment, the wheel assembly includes a tubeless tire or a wheel assembly as known in the art. The drive axle (204) is connected to the hydraulic brake assembly (107), particularly to the brake drum, and the rim (401) by a plurality of nuts and bolts (408) to finally transmit the driving force from the prime mover (102) to the drive wheels (101). While doing so, the stationary member (201) of the prime mover (102) is subjected to an opposite torque which will tend to rotate the stationary member (201) of the prime mover (102) in the opposite direction. This opposite rotation of the stationary member (201) is prevented by the mounting assembly (106) which in turn is connected to the chassis frame structure (not shown) of the vehicle through the trailing arm (103). Accordingly, the mounting assembly (106) can also be functionally referred to as an anti-torque member.

[0030] Figure 5, according to second embodiment, the vehicle (not shown) comprises a chassis frame structure (not shown) extending along a vehicle longitudinal axis (Y-Y') from a front (F) to a rear (R). The drive assembly (100) comprises a drive wheel (101) operably attached to a prime mover (102). The trailing arm (503) is configured to have a plurality of openings (503a). The plurality of openings (503a) extend in the longitudinal direction (Y-Y') of the vehicle. The trailing arm (503) is pivotally or fixedly attached to the chassis frame structure (not shown) and has a front end (503F) and a rear end (503R). The rear end (503R) of the trailing arm (503) is connected to the drive wheel (101) and the front end (503F) of the trailing arm (503) is connected to the chassis frame structure (not shown). The rear end (503R) of the trailing arm (503) is configured to have a housing axle (406) (as shown in Figure 4 The drive wheel (101) is connected to the prime mover (102) through a drive system (105). Further, a mounting assembly (504) is provided configured to support the prime mover (102) with respect to the chassis frame structure (not shown).

[0031] Figure 6 An exploded view of the drive assembly (100) for a vehicle according to the second embodiment of the present application is illustrated. The drive system (105) comprises at least one flange (203) and at least one drive axle (204). The flange (203) is detachably attached to the rotating member (202) of the prime mover (102). The drive axle (204) is configured to be detachably attached with the flange (203). The mounting assembly (504) holds the stationary member (201) of the prime mover (102) and influences the rotating member (202) of the prime mover (102) to rotate the drive wheel (101) at a predetermined speed through the drive system (105). The mounting assembly (504) comprises at least one support member (501) and at least one cross beam (502). The cross beam (502) of a certain length extends in the transverse direction (C-C') and is adapted to have a mounting structure (601) at its end. The mounting structure (601) has a predetermined shape. The predetermined shape comprises a U-shaped structure (601) having a plurality of elongated openings (601a). The stator (201) of the electric motor (102) is configured to have a threaded portion (201a) at one end thereof. One end of the support member (501) is connected to the stationary member (201) of the prime mover (102). The rear end (501R) of the support member (501) consists of a bushing (not shown) connected to the stator (201) of the motor (102) which restricts all degrees of freedom by means of a plurality of nuts (209).

[0032] The cross member (502) bridges the trailing arm (503) and the support member (501), wherein one end of the cross member (502) is detachably attached to the trailing arm (503) and the other end of the cross member (502) is detachably attached to at least a portion of the support member (501), which can be assembled in different configurations depending on the size of the prime mover by inserting a plurality of threaded fasteners (602) through the openings (503a, 501a) in the adjacent trailing arm (503) and support member (501).

[0033] The U-shaped bracket (601) of the cross member (502) is configured to have elongated openings (601a) such that any variation in the distance between the drive wheel (101) and the prime mover (102) within the prescribed limits can be accommodated by the sliding connection between the flange (203) and the drive axle (204). The support member (501) and the trailing arm (503) are provided with a plurality of elongated openings (501a, 503a) in order to stabilize and control the movement of the vehicle. The support member (501), the trailing arm (503), the U-shaped bracket end (601) are provided with a plurality of openings (501a, 503a, 601a) elongated in different directions. The U-shaped bracket (601) has a plurality of elongated openings (601a) elongated in the transverse direction (C-C’), while the support member (501) and the trailing arm (503) have a plurality of openings (501a, 503a) elongated in the longitudinal direction (Y-Y’). This particular orthogonal alignment of the elongated openings in the U-shaped bracket (601), the trailing arm (503) and the support member (501) absorbs and deflects a large number of initial road shocks and / or body movements. Therefore, the mounting assembly (504) is made rigid to withstand dead weight and additional road loads (jounce loads, pothole loads and sprung mass loads) as well as impact loads. This further ensures efficient power transmission from the prime mover (102) to the drive wheel (101). According to the second embodiment, the present invention has the flexibility to change the position of the cross member (502) to ensure that large size motors can be adapted as per the customer or manufacturer’s requirements. In the second embodiment, two or more cross members (502) can be assembled in different configurations by inserting a plurality of threaded fasteners (602) through the openings in the adjacent trailing arm (503) and support member (501). The layout of the drive assembly outlined in the present invention and both the embodiments is able to overcome all the disadvantages listed earlier and other problems of known technology.

[0034] Further, according to the present invention, since the drive assembly is a direct drive, wherein the prime mover is contendedly attached to the drive wheel through the drive system, the drive assembly reduces the number of parts and losses due to additional parts during transmission. Importantly, the number of parts of the drive system is less.

[0035] Moreover, according to the present application, the direct connection of the motor with the flange makes it possible to avoid problems such as friction losses, imprecise movements or wear, thus the subject improves the efficiency of the drive system.

[0036] Moreover, according to the present application, the drive assembly can also be used as a conversion kit, allowing the conversion to be carried out by the technicians of the mechanical field of the vehicles.

[0037] According to the present application, the installation assembly supports the prime mover, making the mobility of the vehicle greatly increased, since it is possible to independently control the driving force of each wheel quickly and accurately. Moreover, due to the compact and simple design of the drive assembly, it is possible to ensure sufficient passenger and cargo space.

[0038] Although the present application has been shown and described with respect to the foregoing preferred embodiments, it will be apparent to those skilled in the art that changes in form, connections and details can be made without departing from the spirit and scope of the application, like the braking system comprises disc brakes without or without regenerative features.

[0039] List of reference signs:

[0040] longitudinal axis (YY)

[0041] front (F)

[0042] rear (R)

[0043] 100 - drive assembly

[0044] 101 - drive wheel

[0045] 102 - prime mover / electric motor

[0046] 103 - trailing arm

[0047] 103F - front end of the trailing arm

[0048] 103R - rear end of the trailing arm

[0049] 104 - suspension

[0050] 105 - drive system

[0051] 106 - installation assembly

[0052] 107 - hydraulic brake

[0053] 201 - fixed member / stator

[0054] 201a - threaded portion

[0055] 202 - rotating member / rotor

[0056] 203 - flange

[0057] 204 - drive axle

[0058] 205 - first member

[0059] 205a - elongated opening

[0060] 206 - second member

[0061] 206a - elongated opening

[0062] 207 - lock nut

[0063] 208 - fastening means / threaded fasteners / plurality of nuts and bolts

[0064] 209 - fastening means / plurality of nuts

[0065] 210 - support member

[0066] 210F - front end of support member

[0067] 210R - rear end of support member

[0068] 300 - plurality of holes

[0069] 301 - base portion

[0070] 302 - hub motor portion

[0071] 303 - lock nut portion

[0072] 304 - drive axle portion

[0073] 304a - internal spline

[0074] 401 - rim

[0075] 402 - brake unit

[0076] 403 - bearing

[0077] 404 - retaining stud

[0078] 405 - plurality of nuts

[0079] 406 - housing axle

[0080] 407 - hub motor portion

[0081] 408 - plurality of nuts and bolts

[0082] 409 - tire

[0083] 410 - inner tube

[0084] 501 - support member

[0085] 501a - opening / elongated opening

[0086] 501R - rear end of support member

[0087] 502 - cross member

[0088] 503 - trailing arm

[0089] 503F - front end of trailing arm

[0090] 503R - rear end of trailing arm

[0091] 503a - opening / elongated opening

[0092] 504 - mounting assembly

[0093] 601 - mounting member / U-bracket end

[0094] 601a - elongated opening

[0095] 602 - fastening device / threaded fastener

Claims

1. A drive assembly (100) for a vehicle, comprising: a drive wheel (101); a prime mover (102); a trailing arm (103) pivotally or fixedly attached to a chassis frame structure of the vehicle, the trailing arm (103) having a front end (103F) and a rear end (103R), the rear end (103R) of the trailing arm (103) is connected to the drive wheel (101) and the front end (103F) of the trailing arm (103) is connected to the chassis frame structure of the vehicle; a drive system (105) connecting the drive wheel (101) to the prime mover (102); and a mounting assembly (106), wherein the mounting assembly (106) is configured to support the prime mover (102) with respect to the chassis frame structure; and wherein the rear end (103R) of the trailing arm (103) is configured to have a housing axle (406) within which a drive axle (204) of the drive system (105) is supported through at least two bearings (403).

2. The drive assembly (100) for a vehicle according to claim 1, wherein, the chassis frame structure of the vehicle is connected to a suspension (104), one end of the suspension (104) is connected to at least a portion of the chassis frame structure and the other end of the suspension (104) is connected to the trailing arm (103).

3. The drive assembly (100) for a vehicle according to claim 1, wherein, the mounting assembly (106) holds a stationary member (201) of the prime mover (102) and affects a rotating member (202) of the prime mover (102) to rotate the drive wheel (101) at a predetermined speed through the drive system (105).

4. The drive assembly (100) for a vehicle of claim 1, wherein, the drive system (105) includes at least one flange (203) that is detachably attached to at least a portion of the prime mover (102); and at least one drive axle (204) configured to be detachably attached with the flange (203), wherein the drive axle (204) is connected with the drive wheel (101) and the flange (203) respectively.

5. The drive assembly (100) for a vehicle according to claim 4, wherein, the flange (203) is configured to have a base portion (301) at one end thereof, the base portion (301) is configured to have a peripheral hole (300) for connection with a retaining stud (404) attached to the rotating member (202) of the prime mover (102).

6. The drive assembly (100) for a vehicle according to claim 5, wherein, the retaining stud (404) is screwed into the peripheral hole (300) of the base portion (301) of the flange (203).

7. The drive assembly (100) for a vehicle according to claim 5, wherein, the base portion (301) of the flange (203) has a predetermined shape.

8. The drive assembly (100) for a vehicle of claim 5, wherein, the flange (203) is configured to have an opening (302, 303, 304) extending through the base portion (301) to a drive axle portion of the flange (203), the opening (302, 303, 304) is sized to match with the drive axle (204) and a hub (407) of the prime mover (102) to which the flange (203) is to be attached.

9. The drive assembly (100) for a vehicle according to claim 4, wherein, The mounting assembly (106) comprises at least one support member (210) having a front end (210F) detachably attached to the trailing arm (103) and a rear end (210R) of the support member (210) detachably attached to a fixed member (201) of the prime mover (102).

10. The drive assembly (100) for a vehicle according to claim 9, wherein, The trailing arm (103) is configured to have at least one first member (205) attached to the trailing arm (103).

11. The drive assembly (100) for a vehicle according to claim 10, wherein, The front end (210F) of the support member (210) is adapted to have at least one second member (206) detachably attached to the first member (205) of the trailing arm (103) using fastening means (208).

12. The drive assembly (100) for a vehicle according to claim 11, wherein, The first member (205) and the second member (206) have a predetermined shape comprising a U-shaped bracket adapted to have a plurality of openings.

13. The drive assembly (100) for a vehicle according to claim 3, wherein, The fixed member (201) of the prime mover (102) is configured to have a threaded portion (201a) fastened to the support member (210) using a plurality of nuts (209).

14. The drive assembly (100) for a vehicle of claim 10, wherein, The first member (205) is configured to have an opening elongated in a lateral direction (C-C’) of the vehicle.

15. The drive assembly (100) for a vehicle of claim 11, wherein, The second member (206) is configured to have an opening elongated in a longitudinal or orthogonal direction (Y-Y’).

16. The drive assembly (100) for a vehicle of claim 12, wherein, The first member (205) and the second member (206) are configured to have openings such that any variation in the distance between the drive wheel (101) and the prime mover (102) within a prescribed limit can be achieved through a sliding connection between the flange (203) and the drive axle (204).

17. A drive assembly (100) for a vehicle, comprising: a drive wheel (101); a prime mover (102); a trailing arm (503) pivotally or fixedly attached to a chassis frame structure of the vehicle and having a front end (503F) and a rear end (503R), the rear end (503R) of the trailing arm (503) is connected to the drive wheel (101), and the front end (503F) of the trailing arm (503) is connected to the chassis frame structure of the vehicle; a drive system (105) connecting the drive wheel (101) to the prime mover (102); and a mounting assembly (504), wherein the mounting assembly (504) is configured to support the prime mover (102) with respect to the chassis frame structure, wherein the mounting assembly (504) comprises at least one cross beam (502) having one end mounted to the trailing arm (503) and the other end connected to at least one support member (501); wherein the rear end (103R) of the trailing arm (103) is configured to have a housing axle (406) and the drive axle (204) of the drive system (105) is supported within the housing axle (406) by at least two bearings (403).

18. The drive assembly (100) for a vehicle according to claim 17, wherein, The support member (501) has a rear end (501R) connected to the prime mover (102) and a portion of the support member (501) is assembled to the cross member (502) in different configurations by inserting a plurality of threaded fasteners (602) through openings in the support member (501).

Images