Powertrain for a vehicle

Abstract

The present invention relates to a powertrain assembly configured with a pressure and oil control system. The pressure and oil control system includes an oil separator device (105), an oil separator structure (401) and a plurality of control passages (302a, 302b) operably connected to a transmission system (TS). The fumes formed in the powertrain assembly (PA) exit from the oil separator structure (401) such that the oil droplets in the fumes are intercepted by the oil separator structure (401) as they pass through a predetermined path. Further, the fumes are introduced into the oil separator device (105) through a fume inlet aperture (508) wherein a filter member (506) separates the oil from the fumes and the oil is collected in a drain collector (504) through a drain collection aperture (509). Further, the air separated from the oil is drained into the atmosphere after passing through the filter member (506) through a vent aperture (507).

Description

TECHNICAL FIELD

[0001] The present subject matter relates to a powertrain assembly. More particularly, the present subject matter relates to a pressure and oil control system for a powertrain assembly. BACKGROUND

[0002] In the past few years, the investment and market viability of electric vehicles has grown in a large range due to the high cost of fossil fuels, along with the pressing need for environmentally friendly alternatives. The alternatives include electric vehicles, wherein these vehicles use a motor as a prime mover. The appeal of electric vehicles lies in the fact 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, the preference of most users is rapidly shifting towards electric cars for daily use. But the electric drive has to withstand a predetermined temperature range along with shocks, vibrations. BRIEF DESCRIPTION OF DRAWINGS

[0003] The detailed description is described with reference to the accompanying drawings. In all the drawings, like numbers are used to refer to like features and components.

[0004] Figure 1 A left side view of a powertrain assembly (PA) is shown in accordance with the preferred embodiment of the present invention.

[0005] Figure 2 A top cutaway view of the powertrain assembly is shown in accordance with the preferred embodiment of the present subject matter as shown in Figure 1

[0006] Figure 3 A rear cutaway view of the powertrain assembly is shown in accordance with the preferred embodiment of the present invention as shown in Figure 1

[0007] Figure 4 (a) A partial perspective view of the powertrain assembly is shown in accordance with the preferred embodiment of the present subject matter, wherein several parts are omitted from the figure.

[0008] Figure 4 (b) A cutaway view of the oil separator structure of the powertrain assembly is shown in accordance with the preferred embodiment of the present subject matter as shown in Figure 1

[0009] Figure 5 (a) An exploded view of the oil separator device is shown in accordance with the preferred embodiment of the present subject matter.

[0010] Figure 5 ​​​(b) shows a perspective view of an oil separator arrangement of a powertrain assembly according to a preferred embodiment of the present subject matter, wherein few parts are omitted from the figure.

[0011] Figure 6 shows a sectional view of an oil separator structure across J-J’ axis of a powertrain assembly according to an alternative embodiment according to a preferred embodiment of the present subject matter, wherein few parts are omitted from the figure. DETAILED DESCRIPTION

[0012] Herein, various features and embodiments of the present invention will become apparent from the following further description thereof, set out with reference to the drawings. It is envisaged that the concept of the present invention can be applied to any type of vehicle employing similar powertrains, within the spirit and scope of the present invention.

[0013] Further, the terms "front" and "rear" and "left" and "right" mentioned in the subsequent description of the illustrated embodiments refer to the front-to-rear, left-to-right directions as seen from the rear of the powertrain assembly and looking forward. Further, the longitudinal axis (Y-Y’) refers to the front-to-rear axis with respect to the powertrain assembly, unless otherwise specified, while the transverse axis (L-L’) generally refers to the left-to-right or lateral axis with respect to the powertrain assembly, unless otherwise specified. Detailed explanation of the constitution of parts other than those constituting the essential part of the present subject matter is omitted where appropriate.

[0014] Detailed explanation of the constitution of parts other than those constituting the essential part of the present subject matter is omitted where appropriate. Throughout the specification, "prime mover" and "electric motor" are used interchangeably.

[0015] Typically, high cost of fossil fuels has led to alternative means of transportation. In addition to this, original equipment manufacturers (OEMs) and customers are striving to reduce vehicle emissions by electrifying the drive train, which has the capability to propel the vehicle while leaving space inside the vehicle to allow packaging of large battery packs to achieve sufficient maximum range of travel in a single charge. Since in automobiles, torque and speed are important parameters, which can vary depending on different parts of the vehicle; therefore, these two parameters are kept in mind first while designing an electric vehicle.

[0016] It has always been a challenge for automobile manufacturers to strike an appropriate balance between torque and speed, therefore, to achieve different speeds at different loads, similarly, different torques at different loads require optimum transmission system / gear ratio. When the power generated by the electric motor is directly transmitted to the drive wheels, it results in inappropriate torque, this is because direct drive results in uncontrolled speed or sub-optimal speed and undesirable operating conditions, thereby failing to achieve optimum performance, i.e. torque and revolutions per minute (rpm). However, in-wheel motors are one of the most promising technologies in automobile electrification.

[0017] Typically, with the evolution of the market of variable speed drives, the in-hub motor drive type configuration is a relatively fast evolving solution, but at the same time, the in-wheel motor has inherent disadvantages of delivering limited torque to the independent drive wheel. Therefore, to get the desired or higher torque, the size of the in-wheel motor should be increased. The increase in the size of the in-hub motor results in the increase in the size of the wheel assembly. Therefore, there is a trade-off between the transfer of the powertrain mass from the sprung mass to the unsprung mass and the availability of space. This increased unsprung mass often faces the challenge of an increased unsprung mass / sprung mass ratio, which can result in a dangerous, uncomfortable vehicle. Increasing the wheel size brings additional disadvantages in terms of packaging, inertia loss, seat height, etc. Typically, in vehicles like two-wheeled vehicles like scooters or three-wheeled vehicles, the wheel assembly size is small, therefore, the increase in the wheel assembly size or the increase in the components results in layout limitations while designing a compact low weight powertrain. Also, due to the high inertia of the electric motor, the rim can bend, which can also result in easy water ingress inside the electric motor. This water ingress inside the motor can cause short-circuiting of the motor. Also, since the electric motor is arranged inside the hub, it is difficult to provide cooling to the electric motor, which tends to further reduce the efficiency of the electric motor due to heat, thereby reducing the maximum range of the electric vehicle, as more power or energy is wasted due to heat in the battery or energy source.

[0018] Therefore, for optimum vehicle performance and optimum operating conditions, to transfer the power from the power unit to the drive wheels of the vehicle, a transmission system or gearbox is typically provided. However, the trade-off between the torque demand and the maximum range of the vehicle is difficult, as the maximum range of the vehicle decreases at higher torque demand. Therefore, to ensure the effective torque generated by the drive wheels and the force exerted on the road, special attention is given to the electric drive consisting of independent electric motors mounted on the frame assembly.

[0019] Typically, the independent electric motors are connected to the drive wheels through a ring gear transmission. Although high capacity electric motors are employed, at the cost of increased weight and cost. Also, higher capacity electric motors draw more power from the battery, which is not ideal in terms of durability, reliability, driving range, efficiency, and cost of ownership.

[0020] Therefore, to increase the maximum range of the electric vehicle, it is required to implement high watt-hour batteries within the electric vehicle. High capacity motors and high watt-hour batteries have an adverse impact on the vehicle layout in terms of adequate foot space or luggage space or utility space, frame design, etc., also involves custom design of frame assembly to support high capacity motors and high watt-hour batteries and their location / installation. Further, electric motors have an inherent drawback of overheating, usually because of incorrect voltage, wherein if the voltage is low, the electric motor draws more current from the battery or if the voltage is high, the increased voltage makes the electric motor run faster.

[0021] Apart from this, road tracks have extended to areas which were previously inaccessible, especially hilly areas, where gradient, inclination, ambient temperature and slope are important factors, therefore, apart from the ability of the vehicle to climb slopes even when fully loaded, steep slopes, altitude, ambient temperature are the main causes of electric motor failure. Therefore, lubrication is required to reduce frictional losses and heat, wherein the most common form of lubrication involves immersing the transmission parts in oil and then splashing the oil on the parts of the entire housing by rotation. But especially when the vehicle is travelling at high speed on highways, the rotating elements in the powertrain assembly rotate at high speed. This aggravates the churning of the lubricating oil, resulting in an increase in thermal energy within the transmission system. Similarly, at high speeds, the electric motor emits more heat, which further increases the thermal energy within the transmission system. This heat increases the pressure inside the transmission system. This increases the possibility of leakage of lubricating oil outside the housing, as the oil seal can bulge out due to high pressure, which can cause the electric motor and other transmission parts including chain transmission and gear transmission system to run in a dry state and cause cascading wear and tear of the transmission parts. Resulting in poor performance of the powertrain assembly, accompanied by noise and vibrations similar to clicking sound which increases as the speed of the vehicle increases. Further, it causes rapid wear and tear of the chain links, which in turn causes slackening of the chain transmission; leading to adverse loss of efficiency of the transmission and performance of the electric motor and also undesirable durability.

[0022] Further, the oil gets heated to such an extent that the oil coolers typically used to avoid overheating of the electric motor and transmission parts become ineffective, inadequate or economically disadvantageous to provide a separate oil cooler of large capacity. Increasing the capacity of the oil cooler results in increased number of parts, cost and major layout changes in the conventional design, and therefore, is not desirable. The major layout changes include installation and availability of high efficiency oil coolers.

[0023] In view of the rising prices of fossil fuels, it is necessary to develop a powertrain assembly which can help to solve the above problems and which is affordable and within the reach of the masses. Therefore, there is a need to devise an improved powertrain assembly which overcomes all the aforesaid problems and other problems in the known art. In accordance with the present invention, there is presented a powertrain assembly for a vehicle which mitigates one or more of the above-mentioned disadvantages.

[0024] It is an object of the present invention to provide a powertrain assembly configured with an effective lubrication and venting system without using an additional oil cooler.

[0025] It is another object of the present invention to provide a powertrain assembly which ensures improved cooling of the prime mover which will increase the maximum range of the alternate powertrain vehicle.

[0026] It is another object of the present invention to provide a powertrain assembly which avoids emission of smoke into the atmosphere.

[0027] It is an object of the present invention to provide a powertrain assembly which ensures easy maintenance and assembly.

[0028] The present subject matter relates to a powertrain assembly for an alternate powertrain vehicle. The powertrain assembly is configured with a pressure and oil control system. The pressure and oil control system includes an oil separator arrangement, an oil separator structure and a plurality of pressure control passages operatively connected to the powertrain. The plurality of control passages communicate between a primary housing and a secondary housing. The plurality of control passages includes pressure control passages and oil control passages.

[0029] The oil control passages are provided in the last region of the powertrain assembly below the powertrain axis. Further, the pressure control passages are formed at least partially above the powertrain axis, on the uppermost region of the powertrain assembly. The predetermined position of the oil control passages ensures optimum oil level of the lubricating oil in the powertrain system. Further, the predetermined position of the pressure control passages ensures that the smoke generated within the secondary housing should communicate with the primary housing and travel to the oil operator structure.

[0030] The oil separator structure is configured with a labyrinth profile which prevents the flow of smoke and maintains optimum pressure and temperature within the powertrain system. Further, the oil separator structure is operatively connected to the oil separator arrangement. The operator arrangement separates the oil from the smoke, allows the air to escape into the atmosphere and collects the oil in a drain collector. In accordance with alternate embodiments, a filter member is provided in the oil separator structure.

[0031] Further, a single oil fill port is provided in the powertrain assembly to fill oil during maintenance. Further, a single oil drain port is provided in the powertrain assembly to drain oil during maintenance.

[0032] Furthermore, the details of the application, along with other features and advantages thereof, will be set forth in the remainder of the specification and will become apparent to those skilled in the art from the drawings and specification. 0010001

[0033] Figure 1 A side view of a powertrain assembly (PA) is shown in accordance with the preferred embodiment of the present application. For example, but by no means limiting the scope of the subject matter. The present application has a frame assembly (FA) similar to the frame assembly of a two-wheeler or a small commercial passenger vehicle known in the art. The powertrain assembly (PA) is pivotally connected to the frame assembly (FA) of the alternative powertrain vehicle. The alternative powertrain vehicle includes an electric vehicle. The present application can have a steering system (not shown) and a seat assembly (not shown). In accordance with the preferred embodiment, the powertrain assembly (PA) includes a prime mover (101), i.e. an electric motor (101) is operatively connected to a drive wheel (100). A braking system (103) is attached to the drive wheel (100). In an alternative embodiment, the braking system (103) can be built-in in the drive wheel (100). A central foot rest (102), especially when the operator is not on the vehicle. The central foot rest (102) is operatively connected to at least a portion of the powertrain assembly (PA). A cushioning arrangement (not shown) is used to cushion the road shocks, wherein one end of the cushioning arrangement (not shown) is connected to a cushioning member mounting structure (104). An oil separator arrangement (105) is mounted on the main housing (as shown in Figure 2 A single oil fill port (107a) is provided in the powertrain assembly (PA) to fill oil during servicing. Further, a single oil drain port (107b) is provided in the powertrain assembly (PA) to drain oil during servicing.

[0034] Figure 2 A top cut view of the powertrain assembly (PA) through the transmission axis (T-T’) is shown in accordance with the preferred embodiment of the present application. For example, and by no means limiting the scope of the subject matter, the prime mover (101) is supported on a main housing (201). The main housing (201) encloses the transmission system (TS). In the present embodiment, the transmission system (TS) includes a drive shaft assembly (DSA) operatively connected to a driven shaft assembly (DRSA) through a transmission arrangement (206), and a cover member (202). The cover member (202) is detachably attached to the main housing (201). An oil fill port (107a) (as shown in Figure 1 An oil drain port (107b) (as shown in Figure 1The drive shaft assembly (DSA) includes a drive sprocket (204) mounted on a drive shaft (207). The drive shaft (207) includes the shaft of the prime mover (101), i.e. the shaft of the electric motor (101). The driven shaft (208) is adapted to have external splines on one end to accommodate the driven sprocket assembly (DRSA). Further, the driven sprocket assembly (DRSA) includes a driven sprocket (205) and a drive train damper (213), both mounted on the driven shaft (208). According to the preferred embodiment, the transmission (206) includes a chain. Power from the electric motor (101) drives the drive sprocket (204) of the drive shaft assembly (DSA). The drive sprocket (204) drives the driven sprocket (205) through the transmission (206). Typically, the driven shaft (208) is also operatively connected to the wheel axle (209) through a gear reduction system. The gear reduction system includes at least one drive gear (214) mounted on the driven shaft (208) and at least one driven gear (215) mounted on the wheel axle (209). The wheel axle (209) is parallel to and side by side with the driven shaft (208) such that the drive gear (214) meshes with the driven gear (215). Both ends of the driven shaft (208) are rotatably supported on bearings (210) such that one end is rotatably supported on the secondary housing (203) and the other end is rotatably supported on the primary housing (201). Further, for the wheel axle (209), both ends are rotatably supported on bearings (211) such that one end is rotatably supported on the secondary housing (203) and the other end is rotatably supported on the primary housing (201). Thus, the drive shaft assembly (DSA) rotates the driven shaft assembly (DRSA) which further drives the wheel axle (209).

[0035] Figure 3 A rear side cross-sectional view of the powertrain assembly is shown through the R-R axis. Figure 1 A rear side cross-sectional view of the powertrain assembly is shown through the R-R axis. The primary housing (201) is detachably attached to the secondary housing (203) using a plurality of fasteners (301). Further, the cover member (202) is detachably attached to the primary housing (201) such that the cover member (202) and the primary housing (201) form a transmission housing enclosing the transmission system (TS). The powertrain assembly (PA) is configured to have a pressure and oil control system including an oil separator structure (401) (as shown in Figure 4 A rear side cross-sectional view of the powertrain assembly is shown through the R-R axis. Figure 1The main housing (201) and the sub housing (203) together form the pressure control channel (302a) and the oil control channels (302b). The pressure control channel (302a) and the oil control channels (302b) are formed at a predetermined location, particularly in the vicinity of the driven shaft assembly (DRSA) such that the oil control channels (302b) are formed at least partially below the transmission axis (T-T’) and communicate between the main housing (201) and the sub housing (203) to transfer fluid during normal drive operation. Further, the pressure control channel (302a) is at least partially located above the transmission axis (T-T’) such that it communicates between the main housing (201) and the sub housing (203) to allow the fumes to travel between the main housing (201) and the sub housing (203) and eventually from the sub housing (203) towards the main housing (201) as shown by the fume lines in the figure. Thus, the pressure control channel (302a) and the oil control channels (302b) maintain optimum pressure within the powertrain assembly (PA).

[0036] Figure 4 (a) shows a partial perspective view of the powertrain assembly (PA) depicting the fume flow from the main housing (201) to the oil separator structure (401) and cooling of the electric motor (101), few parts are omitted from the figure. The housing (402) of the motor (101) is configured to have cooling and guiding fins (403). The natural air passes through the cooling and guiding fins (403) which ensures effective cooling of the motor (101). The air directed towards the electric motor (101) is guided through the cooling and guiding fins (403). Thus, due to the cooling and guiding fins (403) on the electric motor (101), the natural air is in convective contact with the electric motor (101) for a longer time. As shown in the following equation, the heat transfer by convection Q is directly dependent on the heat transfer time.

[0037] Equation - Q / t = h * A * ΔT

[0038] Wherein:

[0039] Q / t = rate of heat transfer (joule / second)

[0040] h = convective heat transfer coefficient (watt / (square meter kelvin)

[0041] A = surface area of heat transfer (square meter)

[0042] ΔT = temperature difference (kelvin)

[0043] Furthermore, the electric motor (101) is cooled by lubricating oil in the main housing (201). Because the electric motor (101) and the main housing (201) are in direct contact with each other, heat is transferred from the electric motor (101) by conduction and then to the lubricating oil by convection. Therefore, by increasing heat transfer through conduction and convection, the above structure results in effective cooling of the electric motor (101). Furthermore, according to a preferred embodiment, smoke is directed from the pressure control channel (302a) toward the oil separator control structure (401) (as shown in the image). Figure 4 (as shown in b) travels and eventually passes through the vent pipe (106) toward the oil separator device (105) (as shown in b). Figure 1 (As shown) proceed.

[0044] Figure 4 (b) shows, as Figure 1 The cross-sectional view shown depicts the flow of fumes within the oil separator structure (401) through the RR axis. Fumes from the pressure control channel (302a) pass through the oil separator structure (401). The oil separator structure (401) is formed near the electric motor (101), at least partially above the drive axis (T-T'). The oil separator structure (401) is configured with a labyrinthine profile formed by two halves, namely the main housing (201) and the cover member (202). Furthermore, the oil separator structure (401) is connected to the vent pipe (106) (as shown in the figure). Figure 1 (As shown) can be operatively connected to the oil separator unit (105) (as shown) Figure 1 (As shown). Therefore, the smoke formed in the main housing (201) and the secondary housing (203) exits from the oil separator structure (401), causing oil droplets in the smoke to be intercepted by the oil separator structure (401) as they pass through a predetermined path. Furthermore, the predetermined labyrinthine path of the smoke reduces pressure and increases separation efficiency by increasing the resistance to the smoke that causes an increase in the nominal pressure of the power system component (PA).

[0045] Figure 5 (a) is an exploded view of an oil separator device (105) according to a preferred embodiment, wherein several parts are omitted in the figure. The oil separator device (105) and the oil separator structure (401) (as shown in the figure) Figure 4 The connection (shown) separates oil from the oil mist and releases oil-free air to the atmosphere through a vent (507). The oil separator device (105) includes an oil separator housing (501) configured with a filter element (506) and an oil separator cover (502). The oil separator cover (502) is detachably attached to the oil separator housing (501) by a plurality of fasteners (503). According to a preferred embodiment, the filter element (506) is made of a material known in the art, such as a foam-type material or a paper-type material.

[0046] Figure 5 (b) shows perspective view of oil separator device (105) according to preferred embodiment, few parts are omitted from the figure for the sake of clarity. The smoke is introduced into the oil separator device (105) through the smoke inlet hole (508), wherein the filter member (506) separates the oil from the smoke and the oil is collected in the drain collector (504) through the drain collection hole (509), wherein the drain collector (504) is detachably attached to the oil separator tank (501) using the clamp (505).

[0047] Figure 6 shows cross-sectional view of powertrain assembly (PA) passing through J-J axis according to alternative embodiment. The oil separator structure (401) is configured to have filter member (601) at predetermined location. According to preferred embodiment, the filter member is disposed near the breather tube (602). Further, the filter member (601) is composed of material known in the art, such as foam type material or paper type material. The smoke is introduced into the oil separator structure (401), wherein the filter member (601) separates the oil from the smoke and the oil separated from the filter element returns, i.e. drips into the main housing (201). Further, the air separated from the oil is drained into the atmosphere after passing through the filter member (601) through the breather tube (602).

[0048] Accordingly, the powertrain assembly according to preferred embodiment is configured to have two housings, i.e. main housing and secondary housing, provided with single pour opening and single drain opening, thus less time for oil filling and draining, which further reduces the maintenance cost of the vehicle. Further, the oil filling opening is disposed on the rear end of the cover member, thus ensuring easy access during maintenance. As the last portion of the powertrain assembly is externally visible to the operator and is not obstructed by the panel member of the vehicle.

[0049] Further, the pressure and oil control system according to preferred embodiment reduces the pressure inside the powertrain assembly, which avoids oil seal protrusion and ensures optimum temperature and pressure inside the powertrain assembly. The lower control passage below the drive axis allows the main housing and secondary housing to communicate with each other. The lower control passage is located at the last portion of the powertrain assembly, which maintains optimum oil level in the main housing and secondary housing. During agitation, excess oil in the powertrain results in more power loss, as more energy is required to overcome the friction due to more lubricating oil. Thus, by disposing the oil control passage at least partially below the drive axis and at the last portion of the powertrain assembly, sufficient amount of oil is maintained inside the powertrain assembly. Further, the pressure control passage is disposed at least partially above the drive axis, particularly at the highest position, such that the smoke, which is lighter than the oil, is able to escape from the secondary housing towards the main housing and eventually towards the oil separator structure.

[0050] Further, according to the preferred embodiment, the fumes generated within the primary housing and the secondary housing are configured to pass through the oil separator structure having a predetermined profile. The predetermined profile reduces the pressure and increases the separation efficiency by increasing the resistance to the fumes that only cause a nominal pressure rise of the powertrain assembly group.

[0051] Further, according to the preferred embodiment, since the oil separator structure is operatively connected to the oil separator device, the oil separator device separates the oil from the fumes and allows the air to escape from the oil separator device, thereby controlling the emissions.

[0052] According to an alternative embodiment, a filter member is provided within the oil separator structure. The oil separator structure according to the alternative embodiment reduces the pressure and temperature, further it separates the oil from the fumes and only allows the air to escape into the atmosphere. Thus, the number of parts is reduced, which further reduces the cost and weight of the powertrain assembly.

[0053] While the application has been shown and described with reference 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.

[0054] List of reference signs

[0055] R-R’-axis passing through the oil separator structure

[0056] M-M’-axis passing through the rear side of the powertrain assembly

[0057] J-J’-axis passing through the oil separator structure according to the alternative embodiment

[0058] FA-frame assembly

[0059] T-T’-transmission axis

[0060] PA-powertrain assembly

[0061] TS-transmission system

[0062] DSA-drive shaft assembly

[0063] DSRA-driven shaft assembly

[0064] 100-driving wheel / rear wheel

[0065] 101-motive / electric motor

[0066] 102-central step

[0067] 103-braking system

[0068] 104-cushion member mounting structure

[0069] 105 - oil separator device

[0070] 106 - breather tube

[0071] 107a - oil fill port

[0072] 107b - oil drain port

[0073] 201 - main housing

[0074] 202 - cover member

[0075] 203 - sub-housing

[0076] 204 - drive sprocket

[0077] 205 - driven sprocket

[0078] 206 - transmission

[0079] 207 - drive shaft

[0080] 208 - driven shaft

[0081] 209 - axle

[0082] 210 - bearing supporting driven shaft

[0083] 211 - bearing supporting axle

[0084] 212 - wheel assembly

[0085] 213 - drive train damping device

[0086] 214 - drive gear

[0087] 301 - fastener

[0088] 302a - pressure control passage

[0089] 302b - oil control passage

[0090] 401 - oil separator structure

[0091] 402 - housing of electric motor

[0092] 403 - cooling and guiding fins

[0093] 501 - oil separator tank

[0094] 502 - oil separator cover

[0095] 503 - fastener of oil separator device

[0096] 504 - drain collector

[0097] 505 - clamp

[0098] 506 - filter member

[0099] 507 - vent hole

[0100] 508 - smoke inlet hole

[0101] 509 - oil outlet hole

[0102] 601 - filter element

[0103] 602 - breather tube

Claims

1. An alternative powertrain assembly (PA) in a vehicle, the powertrain assembly (PA) comprising: Prime mover (101), which is supported on the main housing (201), The main housing (201) surrounds the transmission system (TS). The transmission system (TS) has a transmission axis (T-T') that longitudinally passes through the rotation axes of the drive shaft assembly (DSA) and the driven shaft assembly (DRSA). The drive shaft assembly (DSA) is operatively connected to the driven shaft assembly (DRSA) via a transmission device (206); A cover member (202) is detachably attached to the main housing (201); A secondary housing (203), said secondary housing (203) being detachably connected to the main housing (201); and Pressure and oil control system, the pressure and oil control system including An oil separator device (105) is operatively connected to the transmission system (TS). An oil separator structure (401), wherein the oil separator structure (401) is configured to have a predetermined profile formed by half of both the main housing (201) and the cover member (202), and Multiple control channels (302a, 302b), The plurality of control channels (302a, 302b) include a pressure control channel (302a) and an oil control channel (302b); and The pressure control channel (302a) is at least partially formed above the drive shaft (T-T') on the uppermost region of the powertrain assembly (PA).

2. The powertrain assembly (PA) in an alternative powertrain vehicle according to claim 1, wherein the oil separator device (105) is mounted on the main housing (201), at least partially located above the drive shaft (T-T'), and operatively connected to the oil separator structure via a vent pipe (106).

3. The powertrain assembly (PA) in the alternative powertrain vehicle according to claim 1, wherein the oil separator device (105) comprises An oil separator housing (501) is configured to have a filter component (506) and an oil separator cover (502), wherein the oil separator cover (502) is detachably attached to the oil separator housing (501) by a plurality of fasteners (503).

4. The powertrain assembly (PA) in an alternative powertrain vehicle according to claim 3, wherein the filter component (506) is made of a material such as foam or paper.

5. The powertrain assembly (PA) in the alternative powertrain vehicle according to claim 3, wherein the filter component (506) separates oil from the smoke, and the separated oil is collected in the discharge collector (504) through the discharge collection port (509).

6. The powertrain assembly (PA) in an alternative powertrain vehicle according to claim 3, wherein the oil separator box (501) is provided with a vent (507) to allow separated air to be discharged into the atmosphere after passing through the filter member (506).

7. The powertrain assembly (PA) in the alternative powertrain vehicle according to claim 1, wherein the oil control channel (302b) is disposed in the rearmost region of the powertrain assembly (PA), at least partially below the drive shaft (T-T').

8. The powertrain assembly (PA) in an alternative powertrain vehicle according to claim 1, wherein the powertrain assembly (PA) is pivotally connected to the frame assembly (FA) of the electric vehicle.

9. The powertrain assembly (PA) in an alternative powertrain vehicle according to claim 1, wherein the cover member (202) is configured to have an oil inlet (107a) and an oil outlet (107b).

10. An alternative powertrain assembly (PA) in a vehicle, the powertrain assembly (PA) comprising: Prime mover (101), which is supported on the main housing (201), The main housing (201) surrounds the transmission system (TS). The transmission system (TS) has a transmission axis (T-T') that longitudinally passes through the rotation axes of the drive shaft assembly (DSA) and the driven shaft assembly (DRSA). The drive shaft assembly (DSA) is operatively connected to the driven shaft assembly (DRSA) via a transmission device (206). A cover member (202), said cover member (202) being detachably attached to said main housing (201), a sub-housing (203), said sub-housing being detachably attached to said main housing (201), and Pressure and oil control system, the pressure and oil control system including An oil separator structure (401) is configured to have a filter member (601) at a predetermined location, wherein the oil separator structure (401) is configured to have a predetermined profile formed by half of both the main housing (201) and the cover member (202), and Multiple control channels (302a, 302b), The plurality of control channels (302a, 302b) include a pressure control channel (302a) and an oil control channel (302b); and The pressure control channel (302a) is at least partially formed above the drive shaft (T-T') on the uppermost region of the powertrain assembly (PA).

11. The powertrain assembly (PA) in an alternative powertrain vehicle according to claim 10, wherein the predetermined profile includes a labyrinthine profile.

12. The powertrain assembly (PA) in the alternative powertrain vehicle according to claim 10, wherein the oil separator structure (401) is formed near the prime mover (101) and is at least partially located above the drive shaft (T-T').

13. The powertrain assembly (PA) in the alternative powertrain vehicle according to claim 10, wherein the oil separator structure (401) is configured to have a vent (602) for discharging separated air from the smoke.

14. The powertrain assembly (PA) in the alternative powertrain vehicle according to claim 10, wherein the oil control channel (302b) is disposed in the rearmost region of the powertrain assembly (PA), at least partially below the drive shaft (T-T').

15. The powertrain assembly (PA) in an alternative powertrain vehicle according to claim 10, wherein the powertrain assembly (PA) is pivotally connected to the frame assembly (FA) of the electric vehicle.

16. The powertrain assembly (PA) in an alternative powertrain vehicle according to claim 10, wherein the cover member (202) is configured to have an oil inlet (107a) and an oil outlet (107b).

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