Electric power unit for a precursor vehicle

Abstract

The invention provides "Electric power unit for front-wheel drive vehicles". Methods and systems for powertrains of vehicles are provided. In one example, a powertrain includes an internal combustion engine positioned longitudinally relative to the vehicle and proximal to a front drive axle, a generator positioned longitudinally relative to the vehicle and distal to the front drive axle and coupled to the internal combustion engine, an electric motor positioned transversely to the vehicle and interposed between the internal combustion engine and the generator, and a transmission arm assembly including at least one gear reducer and at least one chain reducer, wherein the transmission arm assembly is configured to transfer torque between the electric motor and a differential arranged on the front drive axle.

Description

Technical Field

[0001] This specification generally relates to methods and systems for integrating electric motors and generators into the frame of a vehicle with independent front suspension. Background Technology

[0002] Plug-in hybrid electric vehicles can be designed by adding a front electric unit and a traction battery (as in battery electric vehicles) or by adding the front electric unit to an existing internal combustion engine (ICE) vehicle. The front electric unit may include a traction motor and a generator. Summary of the Invention

[0003] For example, an internal combustion engine (ICE) can be configured to use the combustion of a fuel source such as gasoline to drive a generator, which can convert mechanical energy recovered through regenerative braking into electrical energy, which can be stored in a traction battery. A traction motor can be configured to drive the vehicle's front wheels using electrical energy stored in the traction battery or supplied directly from the generator. Modifying existing ICE vehicles can be advantageous because it is possible to avoid vehicle redesign and reuse or cross-use of existing vehicle components. However, for ICE vehicles with a front independent suspension unit, the packaging space at the front of the vehicle is limited, and it is challenging to package a front electric unit of sufficient size for a given vehicle application. Similarly, for battery electric vehicles without an ICE, other packaging issues may arise that also limit the space at the front of the vehicle, such as due to the provision of a front trunk.

[0004] One method of adding a front electric unit to a vehicle involves placing the traction motor parallel to the generator and optionally in a straight line with the ICE (if equipped). This method uses a drive shaft to transmit torque (e.g., from the ICE) to the front wheels via a hypoid gear, which has the disadvantage of higher power losses than parallel gears and chain reducers. Another method involves positioning the front electric unit below the engine. However, such a configuration relies on a long motor and uses shorter half-shafts and a higher CV universal joint angle, which may be undesirable.

[0005] In one example, the above problem can be solved by a powertrain system comprising: a generator longitudinally positioned relative to the vehicle and located distal to the front drive axle; an electric motor laterally positioned relative to the vehicle, the electric motor including a rotor shaft having a rotor shaft axis offset from and perpendicular to the generator axis; and a drive arm assembly including at least one gear reducer and at least one chain reducer, wherein the drive arm assembly is configured to transmit torque between the rotor shaft and a differential arranged on the front drive axle.

[0006] In this way, the front electric unit can be fitted into the frame of existing vehicles with independent front suspension without extensive redesign. The aforementioned powertrain allows for independent adjustment of the lengths of the traction motor and generator, which enables the front electric unit to be implemented in a variety of vehicles without significant reconfiguration for integration into the engine bay.

[0007] It should be understood that the above description of the invention is provided to present a series of concepts further described in the detailed embodiments in a simplified form. This is not intended to identify key or essential features of the claimed subject matter, the scope of which is uniquely defined by the claims appended to the detailed embodiments. Furthermore, the claimed subject matter is not limited to embodiments that address any shortcomings mentioned above or in any part of this disclosure. Attached Figure Description

[0008] Figure 1 It is a schematic depiction of the vehicle and its powertrain system.

[0009] Figure 2 It includes, can be included in Figure 1 A perspective view of an example of a powertrain system in a vehicle consisting of an internal combustion engine (ICE), an electric motor, and a generator.

[0010] Figure 3 yes Figure 2 A cross-sectional view of the power transmission system taken along the first cross-sectional plane.

[0011] Figure 4 yes Figure 2 A cross-sectional view of the power transmission system taken along the second cross-sectional plane.

[0012] Figure 5 yes Figure 2 A cross-sectional view of the power transmission system taken along the third cross-sectional plane.

[0013] Figure 6 yes Figure 2 A perspective view of the drive arm assembly of the power transmission system.

[0014] Figure 7 This is a lower side view of an example of the chassis and powertrain system disclosed herein.

[0015] Figure 8 yes Figure 7 A partial side view of the chassis and powertrain.

[0016] Figure 9 It is used for building Figure 1 A flowchart of a method for a hybrid vehicle of the type shown. Detailed Implementation

[0017] This specification relates to a hybrid electric vehicle with a front electric unit configured to be fitted within the envelope of an existing front independent suspension vehicle without modifying the engine arrangement (if so configured). The disclosed parallel electric unit offers a compact design that can accommodate motors and generators of various sizes and improves overall steady-state mechanical efficiency compared to existing methods. Figure 1 As shown, a hybrid vehicle may include an electrified powertrain system comprising: an optional ICE, the ICE being longitudinally positioned relative to the vehicle and located near the front drive axle; and a parallel electric unit including a generator and a traction motor, the parallel electric unit being configured to transmit electricity to the front wheels via a sequential combination of a parallel gear reducer and a chain drive, terminating at a differential near the centerline of the front wheels. Figures 2 to 6 An example powertrain system incorporating the parallel electric unit of this disclosure is shown. As an example, a traction motor may be mounted at the rear of the ICE, rotating at a right angle relative to the engine crankshaft. A drive arm allows torque to be transmitted from the traction motor to the front drive axle via multiple parallel shafts, at least one gear reducer, and at least one chain reducer. A generator may be rotatably coupled to the engine via a connecting shaft extending perpendicularly to the motor rotor. Figure 7 A lower side view of an example powertrain integrated into the frame of a vehicle with front independent suspension according to this disclosure is shown, and Figure 8 It shows Figure 7 A side view of an example. Hybrid vehicles can be based on... Figure 9 The method is used to manufacture it. Figures 2 to 8 Shown roughly to scale.

[0018] refer to Figure 1 The schematic diagram at 100 illustrates an example of a vehicle, which could be a hybrid vehicle or a battery electric vehicle. Although Figure 1 A hybrid vehicle 1 including chassis 50, front side 2 and rear side 3 is shown, but a battery electric vehicle without an engine and having a storage compartment (such as a front trunk) located at the position where the engine is shown could also be used.

[0019] When hybrid vehicle 1 is engaged in forward gear, it can travel in the forward direction, with the front side 2 guiding it. When hybrid vehicle 1 is engaged in reverse gear, it can travel in the reverse direction, with the rear side 3 guiding it. The lateral direction of hybrid vehicle 1 is indicated by arrow 75, and the longitudinal direction of hybrid vehicle 1 is indicated by arrow 76.

[0020] The hybrid vehicle 1 includes a front drive axle 6 having a first front wheel 26a and a second front wheel 26b. A differential 17 is disposed on the front drive axle 6 between the first half-shaft 6a and the second half-shaft 6b. The hybrid vehicle 1 includes a rear axle 22 and rear wheels 28. The first half-shaft 6a is rotatable about a first axis of rotation 11a to provide torque to the first front wheel 26a. The second half-shaft 6b is rotatable about a second axis of rotation 11b to provide torque to the second front wheel 26b. The hybrid vehicle 1 includes a frame having a first frame longitudinal beam 14 (e.g., a left-hand side frame longitudinal beam) and a second frame longitudinal beam 16 (e.g., a right-hand side frame longitudinal beam). The first frame longitudinal beam 14 and the second frame longitudinal beam 16 extend between the front drive axle and the rear axle 22. The frame may include a first link 108 and a second link 110, such as a lateral member, extending between the first frame longitudinal beam 14 and the second frame longitudinal beam 16. The first link 108 and the second link 110 may be parallel to the first half-shaft 6a and the second half-shaft 6b. The first frame longitudinal beam 14 and the second frame longitudinal beam 16 may extend beyond the front drive axle and the rear axle, or they may not extend beyond the front drive axle and the rear axle. The first frame longitudinal beam 14 and the second frame longitudinal beam 16 are configured to support the chassis 50, and the frame longitudinal beams may be connected to the front drive axle 6 and the rear axle 22.

[0021] The hybrid vehicle 1 includes a front independent suspension assembly 7 configured to allow a first front wheel 26a and a second front wheel 26b to move vertically independently of each other. The front independent suspension assembly 7 may include a first independent suspension unit 7a and a second independent suspension unit 7b, respectively connecting the first front wheel 26a and the second front wheel 26b to a first link 108 and a second link 110. Additionally, a first frame longitudinal beam 14 and a second frame longitudinal beam 16 are configured to support a traction battery 100, the traction battery comprising a housing or outer casing extending continuously between the first frame longitudinal beam 14 and the second frame longitudinal beam 16. The traction battery includes a plurality of battery cells 104 arranged in series and / or in parallel and electrically connected.

[0022] The hybrid vehicle 1 includes: an ICE 10, longitudinally positioned relative to the vehicle, proximal to the front drive axle 6, and positioned between front independent suspension assemblies 7; and a parallel electric unit 60, mounted to the ICE 10 in front of a traction battery 100. The parallel electric unit 60 is configured to generate electricity via the output of the ICE 10 and supply propulsion to a first front wheel 26a and a second front wheel 26b via the output of the traction battery 100. The parallel electric unit 60 includes a traction motor 25, a generator 29, and a drive arm assembly 27. The generator 29 is longitudinally positioned relative to the vehicle and distal to the front drive axle 6, and coupled to the ICE 10 along a generator axis 21 (e.g., the axis of rotation of the generator 29). The traction motor 25 (e.g., an electric motor) is laterally positioned between the ICE 10 and the distal end of the generator 29. A rotor shaft axis 15 (e.g., the axis of rotation of the motor) is offset from and perpendicular to the generator axis 21. Drive arm assembly 27 is configured to transmit torque between traction motor 25 and differential 17. Parallel power unit 60 provides torque path 51 as indicated by the arrow. Torque path 51 extends from traction motor 25 through drive arm assembly 27 to differential 17. Several views of an example of parallel power unit 60 are shown in... Figures 2 to 8 As shown in the image.

[0023] The first front wheel 26a and the second front wheel 26b can pivot independently when propelled by the steering link 33. The steering link 33 can be mechanically connected to the steering wheel, or alternatively, the position of the steering link 33 can be adjusted via an electric motor. Therefore, the driving direction of the hybrid vehicle 1 can be changed by adjusting the position of the steering link 33 and the front wheels. Torque from the parallel electric unit 60 can rotate the front wheels 26.

[0024] The rear axle 22 may include a rear power unit 20 having an electric motor, generator, and gear set. The motors in the parallel power unit 60 and the rear power unit 20 can receive power from the traction battery 100. Furthermore, when operating in generator mode, the ICE 10 and the rear power unit 20 can supply charge to the traction battery 100. The rear power unit 20 can rotate the rear wheels 28.

[0025] The hybrid vehicle 1 can be at least partially controlled by a control system 13 including a controller 12. The controller 12 can receive various signals from sensors 80 coupled to the hybrid vehicle 1 and send control signals to various actuators 81 coupled to the vehicle. The various sensors may include, for example, various temperature sensors, pressure sensors, and air-fuel ratio sensors. The various actuators may include, for example, various valves, throttle valves, and fuel injectors. An example actuator may include a traction motor inverter starter control (ISC) unit and a generator ISC. The traction motor ISC may be a small motor configured to use a mode-positioned throttle valve for multiple motors. The traction motor ISC can be controlled according to instructions stored within the controller 12. One or more sensors may be integrated within the motor to evaluate metrics such as temperature and output. In response, the generator ISC can similarly control the generator's function according to instructions stored within the controller 12. One or more sensors may be integrated within the generator to evaluate metrics such as temperature and output. The controller 12 may be a microcomputer including a microprocessor unit, input / output ports, and electronic storage media for executable programs and calibration values. The controller 12 is programmable with computer-readable data, which represents instructions executable to perform the methods described below, as well as other anticipated but not specifically listed variations.

[0026] Figures 2 to 8 Includes a coordinate system 203 for orienting the view. This coordinate system can be relative to the coordinates to which the view will be assembled. Figure 1 The arrangement is based on the position of the parts in the hybrid vehicle. In one example, the z-axis of coordinate system 203 can be a vertical axis (e.g., parallel to the gravity axis), the x-axis of coordinate system 203 can be a lateral axis, and / or the y-axis of coordinate system 203 can be a longitudinal axis. However, in other examples, the axes can have other orientations. When referring to direction, positive can refer to the direction of the arrows on the x, y, and z axes, and negative can refer to the opposite direction of the arrows on the x, y, and z axes. Solid circles can represent arrows and axes facing the view or directly opposite the view. Hollow circles can represent arrows and axes away from the view or opposite the view. Furthermore, Figures 2 to 8 Draw to scale, but other relative sizes can also be used.

[0027] Figure 2 This is a perspective view of the powertrain 200. The powertrain 200 includes a parallel electric unit 201 and an ICE 202 (shown schematically throughout the text), which can be respectively Figure 1 Examples of parallel power unit 60 and ICE 10 are provided. Parallel power unit 201 may include motor 204, generator 206, and drive arm assembly 208. When generator 206 rotates via ICE 202, generator 206 can supply power to… Figure 1 The traction battery 100 and / or motor 204 shown supply charge. The generator 206 is not mechanically connected to the motor 204, and is not driven by the motor 204 and does not receive rotational energy via torque from said motor.

[0028] Motor 204 is a traction motor, which can be driven in six directions via the front drive axle. Figure 1 The front wheels 26a and 26b shown provide propulsion. Motor 204 can be coupled to differential 230 via drive arm assembly 208. Differential 230 can be similar to... Figure 1 The differential 17 is shown. A first coupling 224 for the half-shaft is rotatably mounted to the differential 230, and a similar coupling 554 (in...) Figure 5 The axle is positioned on the side of the power transmission system 200 opposite to the first coupling 224, relative to the axial centerline extending coaxially with the generator axis 226. The rotation axis of the motor 204 (e.g., centered on the rotor of the motor 204) (referred to herein as rotor axis 228) intersects the generator axis 226 perpendicularly. The first rotation axis 234 of the axle (e.g., centered on the first coupling 224) is parallel to the rotor axis 228.

[0029] The parallel power unit 201 can receive input torque via the ICE 202 and convert the torque into electrical charge via the generator 206. The charge can then be delivered to... Figure 1 The motor 204 and / or traction battery 100 are included.

[0030] Motor 204 and generator 206 can be housed in electrical component housing 210. Drive arm assembly 208 can be enclosed by drivetrain housing 212, which is fastened to the electrical component housing 210 and cylinder 232 of ICE 202 via a plurality of fasteners 222 (such as bolts).

[0031] Multiple planes are shown, and a cross-sectional view of the powertrain 200 through said multiple planes is shown in the following figures. The first plane 214 is a transverse cross-section passing through the front of the ICE 202 and the front drive axle, and... Figure 3 As shown in the diagram. The second plane 216 is a longitudinal cross-section passing through the ICE 202, motor 204, and generator 206, and... Figure 4 As shown in the diagram. The third plane 218 is a vertical cross-section passing through the powertrain 200, and... Figure 5 As shown in the image. Region 220 is shown magnified, and... Figure 6 The transmission housing 212 was removed.

[0032] Figure 3 A perspective view depicting the powertrain 200 is shown, which includes the powertrain system passing through... Figure 2The first plane 214 has a transverse cross-section. The cross-section cuts through the differential 230 and the front drive axle 302, which may be... Figure 1 Example of the front drive axle 6 in the model. Furthermore, the cross-section cuts through the cylinder block 232 of the ICE 202. Figure 2 The powertrain system 200 described in the text is... Figure 3 The visible components are numbered the same and will not be described again.

[0033] The front drive axle 302 includes a first half-shaft 306, a second half-shaft 308, and an intermediate shaft 310. The first half-shaft 306 is connected to the differential 230 via a first CV universal joint 312. The second half-shaft 308 is connected to the intermediate shaft 310 via a second CV universal joint 314, and the intermediate shaft 310 is connected to the differential 230. In one example, due to its compact and efficient use of space, the parallel power unit 201 allows for the use of standard production half-shafts with consistent length and position. For example, the parallel power unit 201 can be installed in some existing vehicle frames while maintaining the production half-shaft position and length.

[0034] Differential 230 is configured to transmit torque from drive arm assembly 208 to first half-shaft 306 and second half-shaft 308. Differential 230 may include a differential gear assembly 316 enclosed within a differential housing assembly 317, which includes a first housing member 318 and a second housing member 320. A final reduction gear 322 rotatably connects drive arm assembly 208 to the first housing member 318, wherein torque is transmitted to differential gear assembly 316 and axle half-shafts. In one example, final reduction gear 322 is directly bolted to differential housing assembly 317. Differential housing assembly 317 may be supported by a first bearing 324 and a second bearing 326. Differential 230 may be enclosed by differential housing 332, which in some examples may be fastened to and / or include at least a portion of drivetrain housing 212.

[0035] A cross-section through the ICE 202 shows the crankshaft 330. The crankshaft 330 is rotatably coupled to the generator 206, wherein rotation of the crankshaft 330 drives the generator 206. The cross-section also shows an oil pan 334 disposed beneath the cylinder block 232 of the ICE 202. The oil pan 334 is fluidly coupled to a lubrication system that supplies lubricant to the powertrain 200, which includes the drive arm assembly 208. In one example, the drivetrain housing 212 is fluidly coupled to the oil pan 334 via the lubrication system, and the drive arm assembly 208 can utilize splash lubrication. It should be noted that the differential 230 and its coupling to the drive arm assembly 208 are compact enough to clean the oil pan 334. In this way, the parallel electric unit 201 can provide electrified front drive without extensive engine redesign.

[0036] Figure 4 Depicting crossing Figure 2 A cross-sectional view of the normal power unit 201 in the second plane 216. Included in Figures 2 to 3 Many components in the description Figure 4 As can be seen and will not be repeated in the following description, the cross-sectional view shows the interior of ICE 202, motor 204, and generator 206.

[0037] Motor 204 includes a stator 402, a rotor 404, and a rotor shaft 406. The stator 402 may include multiple windings 408 and may be fixed to a motor housing 410 or a casing. The rotor 404 may include multiple rods 412 and is coupled to the rotor shaft 406. The rotor shaft 406 rotatably connects motor 204 to a drive arm assembly 208. Motor 204 is mounted on the distal side of ICE 202, wherein the rotor 404 of motor 204 may be arranged at a right angle relative to the crankshaft 330 of ICE 202.

[0038] Generator 206 includes an armature 414, a stator 416, and a generator shaft 418. The stator 416 may include copper windings and is fixed to a stator frame 420. The armature 414 may be coupled to the generator shaft 418. The generator shaft 418 rotatably connects generator 206 to ICE 202 via a connecting rod shaft 422. The size of the connecting rod shaft 422 can be configured to accommodate motors of various sizes, allowing the motor size to be tailored to the application without substantially redesigning the parallel power unit 201. In an example of powertrain 200, the connecting rod shaft 422 has a first axial length 452 greater than the longitudinal width 450 of the motor housing 410 or casing of motor 204. The connecting rod shaft 422 may be a cylindrical rod of crankshaft 330 coupled to ICE 202. Crankshaft 330 may be coupled to connecting rod shaft 422 via flywheel 456. Alternatively, crankshaft 330 may be coupled to connecting rod shaft 422 via a flexible plate. Connecting rod shaft 422, crankshaft 330, and generator shaft 418 may share a common axis of rotation, such as generator shaft 226. Rotation of crankshaft 330 causes connecting rod shaft 422 and the generator shaft 418 connected to it to rotate, thereby generating current within generator 206, and this current can be stored. Figure 1 The traction battery 100 and / or the motor 204 are used to propel the vehicle. Rotation of the generator shaft can be supported by bearings 426, 428. The rotor 404 of the motor 204 is arranged at a right angle relative to the generator shaft 418 of the generator 206. The generator 206 may include a resolver and grounding assembly 454 to prevent discharge through bearings 426, 428.

[0039] The connecting rod shaft 422 can be arranged within the connecting rod shaft bore 424. The connecting rod shaft bore 424 can be cylindrical in shape and extends from the ICE 202 through the electrical component housing 210 above the motor 204. The size of the connecting rod shaft bore 424 can be designed to accommodate the connecting rod shaft 422.

[0040] The powertrain 200 also includes a first inverter switch control (ISC) unit 430 electrically connected to the motor 204 and a second ISC unit 432 electrically connected to the generator. The ISC units regulate the idle speed of the powertrain 200 and may include a high-voltage connector, a low-voltage connector, and one or more control boards. In one example, the first ISC unit 430 may be enclosed in a first ISC housing 434, and the second ISC unit 432 may be enclosed in a second ISC housing 436. In other examples, the powertrain 200 may include integrated motor and generator inverter switch controls. In such examples, the first ISC unit 430 and the second ISC unit 432 may be enclosed in a single common housing assembly (e.g., the first ISC housing 434 or the second ISC housing 436), where the ISC units share the high-voltage connector, the low-voltage connector, and one or more control boards. This arrangement can reduce the overall volume of the cooler, DC link capacitors, EMC filters, and other components, which can further reduce the overall volume (e.g., coverage area) of the power unit and improve space utilization within the chassis.

[0041] Figure 5 The passage of the powertrain system 200 is depicted. Figure 3 A cross-sectional view of the third plane 218. Included in Figures 2 to 4 Many components in the description Figure 5 As can be seen in the diagram and will not be repeated in the following description, the cross-sectional view shows the interior of the motor 204, drive arm assembly 208, and differential 230.

[0042] The drive arm assembly 208 may include a first shaft 502, a second shaft 504, and a third shaft 506. The first shaft 502 may be a motor output shaft directly connected to the rotor shaft 406 of the motor 204. The first shaft 502 may include a first chain interface 512. The second shaft 504 may include a second chain interface 514 and teeth 516. In one example, the third shaft 506 may include a drive pinion 518 having teeth 520 that mesh with a final reduction gear 322. The first shaft 502, second shaft 504, and third shaft 506 may be centered on parallel axes of rotation. For example, the first shaft 502 rotates about the rotor axis 228 of the motor 204. The second shaft 504 rotates about a second axis of rotation 508. The third shaft 506 rotates about a third axis of rotation 510. The first shaft 502, second shaft 504, and third shaft 506 are arranged parallel to each other. Figure 3 The intermediate shaft 310, the first half-shaft 306, and the second axle half-shaft 308 are arranged in parallel. The rotor axis 228, the first rotation axis 234, the second rotation axis 508, and the third rotation axis 510 are arranged parallel to each other and parallel to the x-axis. The rotation of the first shaft 502 can be supported by the first bearings 522 and 524. The rotation of the second shaft 504 can be supported by the second bearings 526 and 528. The rotation of the third shaft 506 can be supported by the third bearings 530 and 532. The fourth bearings 534 and 536 support the rotation of the rotor shaft 406.

[0043] The drive arm assembly 208 may include at least one gear reducer and at least one chain reducer, for example, a gear ratio and a chain ratio, respectively, and is configured to transmit torque between the motor 204 and the differential 230. In the example, a first chain 540 is directly coupled to a first chain interface 512 of a first shaft 502 and a second chain interface 514 of a second shaft 504. The first chain 540 is configured to transmit torque from the motor 204 to the first shaft 502 and from the first shaft 502 to the second shaft 504. A first gear 542 is mounted on a third shaft 506. The first gear 542 includes teeth 544. The teeth 544 of the first gear 542 mesh with teeth 516 of the second shaft 504. Rotation of the second shaft 504 causes the first gear 542 to rotate, thereby driving the rotation of the third shaft 506. The teeth 520 of a drive pinion 518 mesh with teeth 546 of a final reduction gear 322. Rotation of the third shaft 506 causes the drive pinion 518 to rotate, thereby transmitting torque between the third shaft 506 and the first housing member 318 via the final reduction gear 322. In this example, the first gear 542 has a first radius 550, and the final reduction gear 322 has a second radius 552, wherein the first radius 550 is smaller than the second radius 552. The chain has a length 556, which can be adjusted to accommodate one or more of different sized motors, additional gears, different sized gears, and shaft positions.

[0044] The disclosed parallel electric unit, including a drive arm assembly such as those shown in the examples above, offers improved overall steady-state mechanical efficiency compared to existing methods. In this example, overall efficiency is measured by dividing the output torque by the product of the input torque and the gear ratio, and then multiplying by 100. For example, an electric drive unit configured to transmit torque from an existing ICE to the front wheels via quasi-hypnotic gears may have higher power losses than the disclosed parallel electric unit. According to some estimates, the efficiency of the electric drive unit is about 86.9%, while the disclosed assembly using parallel gears and a chain reducer can approach an efficiency of over 94%. Under an engine, a front electric unit of the type using a long motor design can approach the efficiency of the disclosed parallel electric unit, for example, about 93%; however, long motor electric units typically use a higher reduction ratio to compensate for the long motor, which may be undesirable for some applications.

[0045] Figure 6 Depicting Figure 2 An enlarged perspective view of region 220 of the powertrain system 200. In the enlarged view, the transmission housing 212 is removed to show the gear reducer and chain assembly of the drive arm assembly 208. Figure 5 The components of the powertrain 200 visible in the diagram are numbered identically and will not be described further. The disclosed parallel electric unit (in which the motor is offset from and perpendicular to the generator) allows the generator, motor, and gear reducer to be modified independently of each other. As shown in the example, the drive arm assembly 208 includes a first gear 542, a final reduction gear 322, and a first chain 540; however, other arrangements are possible in other examples. For example, a parallel electric unit including a larger motor may include one or more additional gears and / or chains and corresponding shafts. Similarly, a parallel electric unit including a larger generator may include one or more additional gears and / or chains and corresponding shafts. Alternatively or additionally, one or more gears with different radii can be used to transmit torque between motors of different sizes and the front drive axle.

[0046] Figure 7 and Figure 8 An example of a vehicle 700 is shown, including a powertrain 200 comprising an ICE 202 and a parallel electric unit 201. The vehicle 700 may be... Figure 1 The example shown is a hybrid vehicle 1. Figure 7 The vehicle 700 is shown as viewed from below, illustrating the spatial arrangement of the powertrain 200 relative to the frame 701 and the front independent suspension assembly 720. Figure 8The vehicle 700 is shown as viewed from below, with the front independent suspension assembly 720 omitted to show the spatial arrangement of the powertrain 200 relative to the frame 701, the steering rack 730, and other components of the vehicle 700. Figures 7 to 8 The components of the powertrain 200 that are visible in the diagram are numbered the same and will not be described further.

[0047] First turn Figure 7 A longitudinal centerline 790 divides the vehicle 700 into approximately two equal halves. The vehicle 700 includes a front side 792 and a rear side 794. When the hybrid vehicle is engaged in forward gear, the vehicle can travel in the forward direction, with the front side 792 guiding the hybrid vehicle. Similarly, when the hybrid vehicle is engaged in reverse gear, the vehicle can travel in the reverse direction, with the rear side 794 guiding the vehicle.

[0048] Vehicle 700 includes a frame 701, which includes a first frame longitudinal beam 702 and a second frame longitudinal beam 704. The first frame longitudinal beam 702 and the second frame longitudinal beam 704 extend longitudinally between a first transverse member 706, a second transverse member 708, and a third transverse member 710. The first frame longitudinal beam 702 and the second frame longitudinal beam 704 are angled inward toward the longitudinal centerline 790 in the negative y-direction. In other words, the frame 701 narrows toward the front side 792 and widens toward the rear side 794. For example, a cavity or gap may be formed between the first frame longitudinal beam 702 and the second frame longitudinal beam 704 of the frame 701, the cavity or gap having a first transverse dimension 712 near the front side 792 and a larger second transverse dimension 714 near the rear side 794. The cavity between the frame members 701 is approximately the first lateral dimension 712 between the first lateral member 706 and the second lateral member 708, and its lateral width increases to the third lateral member 710 at the second lateral dimension 714 of the cavity. The cavity formed between the first frame longitudinal beam 702 and the second frame longitudinal beam 704 can extend longitudinally to a first longitudinal dimension 716, which is greater than the first lateral dimension 712 and the second lateral dimension 714.

[0049] The vehicle includes a front independent suspension assembly 720, which is configured to connect the front wheels of the vehicle to a frame 701. The front independent suspension assembly 720 may be... Figure 1An example of a front independent suspension assembly 720 is shown. The front independent suspension assembly 720 includes a first control arm 722 disposed to the left of a longitudinal centerline 790 and a second control arm 734 disposed to the right. The first control arm 722 is coupled to a first lateral member 706 via a first strut 724 and to a second lateral member 708 via a second strut 726. The first control arm 722 is configured to be coupled to a first front wheel via a first wheel assembly 728. The first wheel assembly 728 may be coupled to a steering rack 730. A corresponding third control arm 732 may be vertically aligned above (e.g., behind) the first control arm 722 and substantially overlaps the first control arm along the z-axis. The third control arm 732 may similarly be coupled to the frame 701, the first wheel assembly 728, and the steering rack 730. The second control arm 734 is coupled to the first lateral member 706 via a third strut 736 and to the second lateral member 708 via a fourth strut 737. The second control arm 734 is configured to be coupled to the second front wheel via the second wheel assembly 738. The second wheel assembly 738 may be coupled to the steering rack 730. A corresponding fourth control arm 740 may be vertically aligned above (e.g., behind) the second control arm 734 and substantially overlap with the second control arm along the z-axis. The fourth control arm 740 may similarly be coupled to the frame 701, the second wheel assembly 738, and the steering rack 730.

[0050] The parallel power unit 201 is mounted within the frame 701 and connected to the ICE 202 without interfering with the front independent suspension assembly 720 or the steering rack 730. The configuration of the parallel power unit 201 provides a compact design that allows for an increase in the size of the motor or generator. For example, the longitudinal position of the generator 206 and the longitudinal length of the drive arm assembly 208 can be increased in the positive y-direction to accommodate a larger motor without increasing the lateral dimension of the parallel power unit or interfering with the frame 701. Similarly, the longitudinal length of the drive arm assembly 208 can be increased in the positive y-direction to accommodate a larger generator without increasing the lateral dimension of the parallel power unit 201 or interfering with the frame 701. Furthermore, as... Figure 8 As shown, the vertical dimension 802 of the parallel power unit 201 clears (e.g., does not extend beyond) the plane 804 of the vulnerable parts, and the differential 230 is spaced apart from the steering rack 730.

[0051] Turn now Figure 9 This illustrates a method for building and assembling hybrid vehicles. Figure 9 The method can be included as executable instructions in the non-transitory memory of one or more controllers. Furthermore, Figure 9 The method can be performed by humans and / or automated assembly systems. Figure 9 The method can also include taking steps to transform the physical world. Figures 1 to 8The system's operational status and actions.

[0052] At 902, method 900 includes positioning the internal combustion engine longitudinally relative to the vehicle, proximal to the front drive axle, and between the front independent suspension assembly.

[0053] At 904, the method includes mounting an electric unit to an internal combustion engine, wherein the electric unit includes an electric motor positioned laterally to the vehicle and between a generator and the internal combustion engine, and a rotor shaft offset from and perpendicular to the generator axis.

[0054] At 906, the method includes connecting the rotor shaft to the front drive axle using a drive arm assembly. The drive arm assembly may include at least one gear reducer and at least one chain reducer. In one example, the drive arm assembly may include a chain reducer, a first gear, and a final reduction gear, such as... Figures 2 to 8 As shown in the image.

[0055] At 908, the method may include connecting the generator and the ICE using a connecting rod shaft. The connecting rod shaft may pass through a common housing shared by the electric motor and the generator. The connecting rod shaft may be arranged perpendicular to the rotor axis.

[0056] At 910, the method may include electrically connecting a power unit to a traction battery. By electrically connecting the traction battery to the power unit, the power unit can receive power from the traction battery and can supply power to the traction battery. The method may exit at 910.

[0057] In other examples, the disclosed parallel power unit may include a drive arm assembly configured differently from the examples described herein. For instance, the drive arm assembly may include a single gear reducer and a single chain reducer. Such a configuration may include a gear directly coupled to the motor and a chain coupled to the transmission, or vice versa. The drive arm assembly may include two gears and a single chain. Such a configuration may include a chain-gear-gear configuration, a gear-chain-gear configuration, or a gear-gear-chain arrangement for coupling the motor to the transmission. In further examples, the drive arm assembly may include two chains and a single gear. Such a configuration may include a chain-chain-gear configuration, a chain-gear-chain configuration, or a gear-chain-chain arrangement for coupling the motor to the transmission. Other examples may include a drive arm assembly that includes two chain reducers (or more) and does not include a gear reducer, or includes two gear reducers (or more) and does not include a chain reducer.

[0058] In this manner, by positioning the electric motor with its rotor arranged at right angles to the generator axis and the ICE crankshaft, the parallel electric unit achieves a compact footprint while allowing the size of the motor and / or generator to be determined independently. Additional and / or different sized gears and / or chain reduction elements can be added to the drive arm assembly to accommodate larger or smaller electric motors and / or generators without interfering with the frame and suspension. Therefore, the disclosed parallel electric unit enables the electrification of existing ICE vehicles without extensive redesign. The technical advantage of this disclosure is a front electric drive unit with higher overall steady-state mechanical efficiency compared to existing methods.

[0059] This disclosure also provides support for a powertrain system comprising: an internal combustion engine longitudinally positioned relative to the vehicle and located proximally to the front drive axle; a generator longitudinally positioned relative to the vehicle and located distally to the front drive axle and coupled to the internal combustion engine, wherein a coupling between the internal combustion engine and the generator defines a generator axis; an electric motor laterally positioned relative to the vehicle and inserted between the internal combustion engine and the generator, the electric motor including a rotor shaft having a rotor shaft axis offset from and perpendicular to the generator axis; and a drive arm assembly including at least one gear reducer and at least one chain reducer, wherein the drive arm assembly is configured to transmit torque between the electric motor and a differential arranged on the front drive axle. In a first example of the system, the vehicle includes a front independent suspension assembly. In a second example of the system (optionally including the first example), the electric motor includes a first rotation axis, and the front drive axle includes a second rotation axis, wherein the first rotation axis is parallel to the second rotation axis. In a third example of the system (optionally including one or both of the first and second examples), the drive arm assembly is configured to be fastened to the cylinder block of an internal combustion engine. In a fourth example of the system (optionally including one or more or each of the first to third examples), the drive arm assembly includes: a first shaft directly coupled to a rotor shaft; a second shaft rotatably coupled to the first shaft via a first chain; and a third shaft having a first gear mounted thereon, the first gear meshing with and rotatably coupled to the second shaft, the third shaft including a drive pinion meshing with a final reduction gear, and the final reduction gear being directly bolted to the differential housing of the differential. In a fifth example of the system (optionally including one or more or each of the first to fourth examples), each of the first, second, third, and rotor shafts includes parallel axes of rotation. In a sixth example of the system (optionally including one or more or each of the first to fifth examples), the drive arm assembly is configured to utilize splash lubrication. In a seventh example of the system (optionally including one or more or each of the first to sixth examples), the coupling between the internal combustion engine and the generator includes a connecting rod shaft having a first axial length greater than the longitudinal width of the electric motor housing. In an eighth example of the system (optionally including one or more or each of the first to seventh examples), the electric motor is mounted distal to the internal combustion engine, wherein the rotor shaft of the electric motor is arranged at a right angle relative to the crankshaft of the internal combustion engine.

[0060] This disclosure also provides support for a vehicle comprising: a front drive axle including a first front wheel and a second front wheel; a differential disposed on the front drive axle; a frame; a front independent suspension assembly connecting the first and second front wheels to the frame; an internal combustion engine longitudinally positioned relative to the vehicle, positioned proximal to the front drive axle, and positioned between the front independent suspension assemblies; a traction battery; and an electrical unit configured to generate electricity via the output of the internal combustion engine, the electrical unit also configured to generate electricity via the output of the traction battery. Propulsion is supplied to a first front wheel and a second front wheel, wherein the electric unit comprises: a generator longitudinally positioned relative to the vehicle and located distal to the front drive axle and coupled to an internal combustion engine, wherein a coupling between the internal combustion engine and the generator defines a generator axis; an electric motor laterally positioned relative to the vehicle and located between the internal combustion engine and the generator distally, the electric motor including a rotor shaft having a rotor shaft axis offset from and perpendicular to the generator axis; and a drive arm assembly configured to transmit torque between the electric motor and a differential. In a first example of the system, the frame includes a first frame longitudinal beam and a second frame longitudinal beam extending longitudinally between a first lateral member, a second lateral member, and a third lateral member, wherein the first frame longitudinal beam and the second frame longitudinal beam are angled inward toward the longitudinal centerline of the vehicle. In a second example of the system (optionally including the first example), the first frame longitudinal beam and the second frame longitudinal beam form a cavity therebetween, the cavity including a first lateral dimension near the front of the vehicle and a second lateral dimension near the rear of the vehicle, wherein the second lateral dimension is larger than the first lateral dimension. In a third example of the system (optionally including one or both of the first and second examples), the drive arm assembly includes at least one gear reducer and at least one chain reducer. In a fourth example of the system (optionally including one or more or each of the first to third examples), the drive arm assembly includes: a first shaft directly coupled to a rotor shaft; a second shaft rotatably coupled to the first shaft via a first chain; and a third shaft having a first gear mounted thereon, the first gear meshing with and rotatably coupled to the second shaft, the third shaft including a drive pinion meshing with a final reduction gear, and the final reduction gear being directly bolted to the differential housing of the differential. In a fifth example of the system (optionally including one or more or each of the first to fourth examples), each of the first, second, third, and rotor shafts is centered on a parallel axis of rotation.

[0061] This disclosure also provides support for a method for a vehicle, the method comprising: mounting an electric unit to an internal combustion engine and coupling the electric unit to a front drive axle, the internal combustion engine being longitudinally positioned relative to the vehicle, positioned proximal to the front drive axle, and positioned between front independent suspension assemblies, wherein the electric unit includes a generator, the generator being longitudinally positioned relative to the vehicle and positioned distal to the front drive axle and coupled to the internal combustion engine, wherein a coupling between the internal combustion engine and the generator defines a generator axis; an electric motor, the electric motor being laterally positioned relative to the vehicle and positioned between the distal ends of the internal combustion engine and the generator, wherein a rotor shaft axis is offset from and perpendicular to the generator axis; and a drive arm assembly configured to transmit torque between the electric motor and the front drive axle. In a first example of the method, the method further comprises: coupling the electric unit to a differential disposed on the front drive axle, wherein the electric unit is coupled to the differential via the drive arm assembly. In a second example of the method (optionally including the first example), the drive arm assembly includes at least one gear reducer and at least one chain reducer. In a third example of the method (optionally including one or both of the first and second examples), the method further includes: connecting a generator to an internal combustion engine via a connecting rod shaft having a first axial length greater than the longitudinal width of the housing of an electric motor. In a fourth example of the method (optionally including one or more or each of the first to third examples), the method further includes: electrically connecting a power unit to a traction battery.

[0062] Figures 2 to 8Example configurations with relative positioning of various components are shown. Unless otherwise stated, in at least one example, if such components are shown to be in direct contact or directly connected, they may be referred to as being in direct contact or directly connected, respectively. Similarly, in at least one example, components shown to be adjacent or adjacent to each other may be referred to as being adjacent or adjacent to each other, respectively. As an example, components that are in coplanar contact with each other may be referred to as being in coplanar contact. As another example, in at least one example, components positioned apart from each other with only space between them and no other components may be referred to as being so. As yet another example, components shown to be above / below each other, on opposite sides of each other, or to the left / right of each other may be referred to as being so relative to each other. Furthermore, as shown in the figures, in at least one example, the topmost component or the apex of a component may be referred to as the “top” of the component, and the bottommost component or the lowest point of a component may be referred to as the “bottom” of the component. As used herein, top / bottom, upper / lower, above / below may be relative to the vertical axis of the figures and are used to describe the positioning of the components of the figures relative to each other. For this purpose, in one example, a component shown above other components is vertically positioned above the other components. As another example, the shapes of the elements depicted in the figures may be described as having those shapes (e.g., such as circular, straight, planar, curved, rounded, chamfered, angled, etc.). Furthermore, in at least one example, elements shown as intersecting each other may be described as intersecting elements or intersecting one another. Further still, in one example, an element shown as being inside another element or outside another element may be described as such.

[0063] It should be noted that the exemplary control and estimation procedures included herein can be used with various engine and / or vehicle system configurations. The control methods and routines disclosed herein can be stored as executable instructions in non-transitory memory and can be executed by a control system including a controller in conjunction with various sensors, actuators, and other engine hardware. The specific routines described herein can represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multitasking, multithreading, etc. Therefore, the various actions, operations, and / or functions shown may be executed in the illustrated sequence, in parallel, or in some cases omitted. Similarly, the processing order is not necessarily necessary to achieve the features and advantages of the exemplary embodiments described herein, but is provided for ease of illustration and description. One or more of the illustrated actions, operations, and / or functions can be repeatedly executed according to the specific strategy used. Furthermore, the described actions, operations, and / or functions can be graphically represented as code to be programmed into a non-transitory memory of a computer-readable storage medium in an engine control system, wherein the described actions are implemented by executing instructions in conjunction with an electronic controller in a system including various engine hardware components.

[0064] It should be understood that the configurations and routines disclosed herein are exemplary in nature, and these specific embodiments should not be considered limiting, as many variations are possible. For example, the above techniques can be applied to V6, inline 4, inline 6, V12, opposed 4, and other engine types. Furthermore, unless explicitly stated to the contrary, the terms “first,” “second,” “third,” etc., are not intended to indicate any order, position, quantity, or importance, but are merely used as markers to distinguish one element from another. The subject matter of this disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations disclosed herein, as well as other features, functions, and / or properties.

[0065] As used herein, unless otherwise specified, the term “about” is to be interpreted as ±5% of the range.

[0066] The appended claims specifically point to certain combinations and sub-combinations that are considered novel and non-obvious. These claims may refer to an “a” element or a “first” element or its equivalents. These claims should be understood to include combinations of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and sub-combinations of the disclosed features, functions, elements, and / or properties may be claimed by amending these claims or by setting new claims in this application or related applications. Such claims, whether broader, narrower, equivalent, or different in scope from the original claims, are also considered to be included within the subject matter of this disclosure.

[0067] According to the present invention, a powertrain system is provided, the powertrain system comprising: a generator longitudinally positioned relative to a vehicle and located distal to a front drive axle and having a generator axis; an electric motor laterally positioned relative to the vehicle, the electric motor including a rotor shaft having a rotor shaft axis offset from and perpendicular to the generator axis; and a drive arm assembly including at least one gear reducer and at least one chain reducer, wherein the drive arm assembly is configured to transmit torque between the electric motor and a differential arranged on the front drive axle.

[0068] According to an embodiment, the invention is further characterized by an internal combustion engine that is longitudinally positioned relative to the vehicle and located near the front drive axle, a generator being connected to the internal combustion engine, wherein a coupling between the internal combustion engine and the generator defines the generator axis, and an electric motor is inserted between the internal combustion engine and the generator.

[0069] According to an embodiment, the vehicle includes a front independent suspension assembly.

[0070] According to an embodiment, the electric motor includes a first rotation axis, and the front drive axle includes a second rotation axis, wherein the first rotation axis is parallel to the second rotation axis.

[0071] According to an embodiment, the drive arm assembly is configured to be fastened to the cylinder block of an internal combustion engine.

[0072] According to an embodiment, the drive arm assembly includes: a first shaft directly connected to a rotor shaft; a second shaft rotatably connected to the first shaft via a first chain; and a third shaft having a first gear mounted thereon, the first gear meshing with and rotatably connected to the second shaft, the third shaft including a drive pinion meshing with a final reduction gear, and the final reduction gear being directly bolted to the differential housing of the differential.

[0073] According to an embodiment, each of the first shaft, second shaft, third shaft, and rotor shaft includes a parallel axis of rotation.

[0074] According to an embodiment, the coupling between the internal combustion engine and the generator includes a connecting rod shaft having a first axial length greater than the longitudinal width of the housing of the electric motor.

[0075] According to an embodiment, the electric motor is mounted on the far side of the internal combustion engine, wherein the rotor shaft of the electric motor is arranged at a right angle to the crankshaft of the internal combustion engine.

[0076] According to the present invention, a vehicle is provided, the vehicle comprising: a front drive axle including a first front wheel and a second front wheel; a differential disposed on the front drive axle; a frame; a front independent suspension assembly connecting the first front wheel and the second front wheel to the frame; an internal combustion engine longitudinally positioned relative to the vehicle, positioned proximal to the front drive axle, and positioned between the front independent suspension assemblies; a traction battery; and an electrical unit configured to generate electricity via the output of the internal combustion engine, the electrical unit also configured to generate electricity via the output of the traction battery. Propulsion is supplied to a first front wheel and a second front wheel, wherein the electric unit includes: a generator longitudinally positioned relative to the vehicle and located distal to the front drive axle and coupled to an internal combustion engine, wherein a coupling between the internal combustion engine and the generator defines a generator axis; an electric motor laterally positioned relative to the vehicle and located between the internal combustion engine and the generator distal to the generator, the electric motor including a rotor shaft having a rotor shaft axis offset from and perpendicular to the generator axis; and a drive arm assembly configured to transmit torque between the electric motor and a differential.

[0077] According to an embodiment, the frame includes a first frame longitudinal beam and a second frame longitudinal beam extending longitudinally between a first transverse member, a second transverse member and a third transverse member, wherein the first frame longitudinal beam and the second frame longitudinal beam are angled inward toward the longitudinal centerline of the vehicle.

[0078] According to an embodiment, a first frame longitudinal beam and a second frame longitudinal beam form a cavity therebetween, the cavity including a first lateral dimension near the front of the vehicle and a second lateral dimension near the rear of the vehicle, wherein the second lateral dimension is larger than the first lateral dimension.

[0079] According to an embodiment, the drive arm assembly includes at least one gear reducer and at least one chain reducer.

[0080] According to an embodiment, the drive arm assembly includes: a first shaft directly connected to a rotor shaft; a second shaft rotatably connected to the first shaft via a first chain; and a third shaft having a first gear mounted thereon, the first gear meshing with and rotatably connected to the second shaft, the third shaft including a drive pinion meshing with a final reduction gear, and the final reduction gear being directly bolted to the differential housing of the differential.

[0081] According to the embodiment, each of the first shaft, second shaft, third shaft and rotor shaft is centered on a parallel axis of rotation.

[0082] According to the present invention, a method for a vehicle includes: mounting an electric unit to an internal combustion engine and coupling the electric unit to a front drive axle, the internal combustion engine being longitudinally positioned relative to the vehicle, positioned proximal to the front drive axle, and positioned between front independent suspension assemblies, wherein the electric unit includes a generator, the generator being longitudinally positioned relative to the vehicle and positioned distal to the front drive axle and coupled to the internal combustion engine, wherein a coupling between the internal combustion engine and the generator defines a generator axis; an electric motor, the electric motor being laterally positioned relative to the vehicle and positioned between the distal ends of the internal combustion engine and the generator, wherein a rotor shaft axis is offset from and perpendicular to the generator axis; and a drive arm assembly, the drive arm assembly being configured to transmit torque between the electric motor and the front drive axle.

[0083] In one aspect of the invention, the method includes: connecting an electric unit to a differential arranged on a front drive axle, wherein the electric unit is connected to the differential via a drive arm assembly.

[0084] In one aspect of the invention, the drive arm assembly includes at least one gear reducer and at least one chain reducer.

[0085] In one aspect of the invention, the method includes: connecting a generator to an internal combustion engine via a connecting rod shaft having a first axial length greater than the longitudinal width of the housing of an electric motor.

[0086] In one aspect of the invention, the method includes electrically connecting a power unit to a traction battery.

Claims

1. A power transmission system, comprising: A generator, which is longitudinally positioned relative to the vehicle and located distal to the front drive axle and has a generator axis; An electric motor, positioned laterally to the vehicle, the electric motor including a rotor shaft having a rotor shaft axis offset from and perpendicular to the generator axis; as well as A drive arm assembly including at least one gear reducer and at least one chain reducer, wherein the drive arm assembly is configured to transmit torque between the electric motor and a differential arranged on the front drive axle.

2. The powertrain system of claim 1, further comprising an internal combustion engine, the internal combustion engine being longitudinally positioned relative to the vehicle and located proximal to the front drive axle, the generator being coupled to the internal combustion engine, wherein a coupling between the internal combustion engine and the generator defines the generator axis, and wherein the electric motor is inserted between the internal combustion engine and the generator.

3. The powertrain system of claim 2, wherein the vehicle includes a front independent suspension assembly.

4. The power transmission system of claim 2, wherein the electric motor includes a first rotation axis and the front drive axle includes a second rotation axis, wherein the first rotation axis is parallel to the second rotation axis.

5. The powertrain system of claim 2, wherein the drive arm assembly is configured to be fastened to the cylinder block of the internal combustion engine.

6. The power transmission system of claim 2, wherein the transmission arm assembly comprises: A first shaft, which is directly connected to the rotor shaft; A second shaft is rotatably connected to the first shaft via a first chain; And a third shaft having a first gear mounted thereon, the first gear meshing with and rotatably connected to the second shaft, the third shaft including a drive pinion meshing with a final reduction gear, and the final reduction gear being directly bolted to the differential housing of the differential.

7. The power transmission system of claim 6, wherein each of the first shaft, the second shaft, the third shaft, and the rotor shaft comprises parallel axes of rotation.

8. The power transmission system of claim 2, wherein the coupling between the internal combustion engine and the generator includes a connecting rod shaft having a first axial length greater than the longitudinal width of the housing of the electric motor.

9. The power transmission system of claim 2, wherein the electric motor is mounted on the distal side of the internal combustion engine, and wherein the rotor shaft of the electric motor is arranged at a right angle relative to the crankshaft of the internal combustion engine.

10. A vehicle comprising: A front drive axle, the front drive axle including a first front wheel and a second front wheel; A differential, the differential being disposed on the front drive axle; Frame; A front independent suspension assembly that connects the first front wheel and the second front wheel to the vehicle frame; An internal combustion engine, which is longitudinally positioned relative to the vehicle, positioned near the front drive axle, and positioned between the front independent suspension assembly; Traction battery; as well as An electric power unit configured to generate electricity via the output of the internal combustion engine, and further configured to supply propulsion to the first and second front wheels via the output of the traction battery. The power unit includes: A generator, which is longitudinally positioned relative to the vehicle and located distal to the front drive axle and connected to the internal combustion engine, wherein a coupling between the internal combustion engine and the generator defines the generator axis. An electric motor is positioned laterally to the vehicle and between the internal combustion engine and the generator at a distal end, the electric motor including a rotor shaft having a rotor shaft axis that is offset from and perpendicular to the generator axis; as well as A drive arm assembly configured to transmit torque between the electric motor and the differential.

11. The vehicle of claim 10, wherein the frame includes a first frame longitudinal beam and a second frame longitudinal beam extending longitudinally between a first transverse member, a second transverse member and a third transverse member, and wherein the first frame longitudinal beam and the second frame longitudinal beam are angled inward toward the longitudinal centerline of the vehicle.

12. The vehicle of claim 11, wherein the first frame longitudinal beam and the second frame longitudinal beam form a cavity therebetween, the cavity including a first lateral dimension near the front of the vehicle and a second lateral dimension near the rear of the vehicle, wherein the second lateral dimension is greater than the first lateral dimension.

13. The vehicle of claim 10, wherein the drive arm assembly includes at least one gear reducer and at least one chain reducer.

14. The vehicle of claim 10, wherein the drive arm assembly comprises: A first shaft, which is directly connected to the rotor shaft; A second shaft is rotatably connected to the first shaft via a first chain; And a third shaft having a first gear mounted thereon, the first gear meshing with and rotatably connected to the second shaft, the third shaft including a drive pinion meshing with a final reduction gear, and the final reduction gear being directly bolted to the differential housing of the differential.

15. The vehicle of claim 14, wherein each of the first shaft, the second shaft, the third shaft, and the rotor shaft is centered on a parallel axis of rotation.

Images