Powertrain for an electric vehicle

Abstract

An electric powertrain (98) for a motor road vehicle (300) includes an electric motor (108) and a driveline (408). The driveline (408) includes a final drive (410), an additional final drive (416), and a rigid driveshaft (422) connecting the final drive (410) and the additional final drive (416). The electric motor (108) is configured to supply torque to the driveline (408) between the final drive (410) and the additional final drive (416). The driveline (408) further includes first and second clutches (448, 450) operably coupled to respective rear axles (412, 414), and first and second additional clutches (468, 470) operably coupled to respective front axles (418, 420). A hydraulic control system (212) is operably connected to the clutches (448, 450, 468, 470) to independently control their non-engaged, engaged, or slipping states to selectively provide rear-wheel drive, front-wheel drive, or four-wheel drive with wheel-level torque steering.

Description

[0001] This application is a divisional application of patent application No. 202280011510.1, filed on February 17, 2022, entitled "Powertrain for Electric Vehicles". Patent application No. 202280011510.1 is the Chinese national phase application of PCT application No. PCT / EP2022 / 053999. Technical Field

[0002] The proposed technologies relate to electric powertrains for motorized road vehicles. In particular, the invention relates to all-electric powertrains that do not have an internal combustion engine as a prime mover providing torque to the powertrain. The proposed technologies also relate to motorized road vehicles employing electric powertrains, and torque converters for implementing electric powertrains. They also relate to combinations of different types of electric powertrains in motorized road vehicles. Background Technology

[0003] The market for all-electric road vehicles is growing. There is a need for an improved electric powertrain that is lighter, more compact, and less expensive than currently known electric powertrains. At the same time, it is also necessary to maintain or improve powertrain performance, including in terms of range, acceleration, and speed. Summary of the Invention

[0004] The purpose of the proposed technology is to address the aforementioned needs and shortcomings of known technologies and to provide an improved electric powertrain. The different aspects of the proposed technology are described below.

[0005] In a first aspect of the proposed technology, a torque converter for a motorized road vehicle is provided, having a first end, a second end, and an output shaft, the output shaft being located at, accessible at, or extending from the first end of the torque converter. The torque converter is also configured to receive input torque at the first end and to transmit output torque via or through the output shaft. The first end may be a rear end or a turbine end, and the second end may be a front end or a turbine end. The torque converter may include an impeller and a turbine, the impeller being positioned closer to the second end than the turbine, and the turbine being positioned closer to the first end than the impeller. In these descriptions, the terms "first end" and "rear end" are used interchangeably to refer to one end of the torque converter. Similarly, the terms "second end" and "front end" are used interchangeably to refer to the other end of the torque converter.

[0006] More specifically, a torque converter for a motorized road vehicle is provided. It includes: a cover comprising a rear cover portion and a front cover portion, wherein the rear cover portion includes or forms a rear axle bore or a first bore. The torque converter also includes: an output shaft passing through the rear axle bore and exiting the torque converter; an impeller supported by the front cover portion; a turbine supported by the output shaft and located between the impeller and the rear cover portion or in a space formed between the impeller and the rear cover portion; and a stator located between the impeller and the turbine or in the space formed between the impeller and the turbine.

[0007] The proposed technology has the effect of providing output torque in the rear cover section, where torque is typically supplied to the torque converter. It should be understood that the torque converter provides hydraulic coupling via fluid, and the hydraulic coupler is located between the impeller and the turbine. The cover, impeller, turbine, and stator can be concentric with respect to the output shaft. It should be understood that the torque converter can convert input torque into amplified or greater output torque.

[0008] As described above, the torque converter can have a rear end and a front end, or a first end and a second end, with the rear cover portion located at the rear end and the impeller at the front end, or the rear end located at the rear cover portion and the front end located at the impeller. This means that the rear shaft bore is located at the rear end, and the output shaft exits the torque converter at the rear end. The output shaft can have a first shaft portion or a rear shaft portion extending from the rear shaft bore. It can also have a central shaft portion located inside the torque converter, which is connected to and aligned with or coaxial with the rear shaft portion. The output shaft can be integrally constructed.

[0009] The torque converter can be configured to receive input torque at its rear end. The cover or rear cover portion can be configured to receive input torque or be driven by a prime mover such as an electric motor. The output shaft can be configured to transmit output torque or drive a load. The impeller, turbine, and stator can be configured to convert input torque into output torque.

[0010] In other words, the torque converter has a rear end, a front end, and an output shaft, with the output shaft exiting the torque converter at the rear end, and the torque converter is configured to receive input torque at the rear end and transmit output torque through the output shaft.

[0011] The impeller can be fixedly or rigidly attached to the cover. The turbine can be fixedly or rigidly attached to the output shaft. The cover and impeller can together form a closed space that can contain the fluid within the torque converter during operation. The turbine can be located inside the closed space. The torque converter can include fluid, which can be a liquid, such as oil. The fluid can be contained within the closed space.

[0012] The impeller being supported by a cover means it is configured to receive input torque from the cover. It can be fixed to the cover. It should be understood that the impeller and turbine are configured for torque transmission from the impeller to the turbine via fluid. The stator can be configured to change the flow rate of the fluid from the turbine to the impeller and convert the input torque into output torque. Thus, the output torque can be greater than the input torque.

[0013] The rear cover portion may extend radially or laterally relative to the output shaft, or primarily radially or laterally. The front cover portion may extend from the rear cover portion and along the output shaft or toward the front end, or primarily along the output shaft or toward the front end. The impeller may extend radially or laterally relative to the output shaft, or primarily radially or laterally. Here, "the structure extends primarily in one direction" is understood to mean that the structure has the maximum extension or maximum length dimension in that direction.

[0014] Throughout the manual, “rear” and “front” should be interpreted as referring to their relative position with respect to the torque converter, rather than their absolute position relative to the surrounding environment (such as the vehicle body). For example, they can be replaced by the terms “proximal end” and “far end” or the terms “first side” and “second side”, respectively. This means that the rear end of the torque converter can face the front of the vehicle.

[0015] In a second aspect of the proposed technology, a torque converter for a motorized road vehicle is provided, having a first end, a second end, and an output shaft, the output shaft being located at the first and second ends, accessible at, or extending from the first and second ends. The torque converter is configured to receive input torque at the first end and transmit output torque via or through the output shaft. The first end may be a rear end or a turbine end, and the second end may be a front end or a turbine end. The torque converter may include an impeller and a turbine, the impeller being positioned closer to the second end than the turbine, and the turbine being positioned closer to the first end than the impeller. The torque converter may have any of the features described above associated with the torque converter according to the first aspect of the proposed technology.

[0016] More specifically, a torque converter according to a first aspect of the proposed technology is provided, wherein the impeller includes or forms a front shaft bore or a second bore, and the output shaft exits the torque converter through the front shaft bore. This has the effect of providing output torque at two opposite ends of the torque converter.

[0017] As described above, a torque converter can have a rear end and a front end, with the rear cover portion located at the rear end and the impeller located at the front end. This means that the front shaft bore is located at the front end, and the output shaft also exits the torque converter at the front end.

[0018] The output shaft can have a second shaft portion or a front shaft portion extending from the front shaft bore. The front shaft portion can be connected to and aligned with or coaxial with the central shaft portion. In other words, the output shaft can have a first shaft portion or a rear shaft portion extending from the rear end of the torque converter. The output shaft can also have a second shaft portion or a front shaft portion extending from the front end of the torque converter. Furthermore, the output shaft can have a central shaft portion located internally and connecting the rear shaft portion and the front shaft portion. Similarly, the output shaft can be an integral structure. This means that the torque converter has a rear end, a front end, and an output shaft, with the output shaft exiting the torque converter at both the rear and front ends, wherein the torque converter is configured to receive input torque at the rear end and transmit output through the output shaft.

[0019] The torque converter according to the above aspects of the proposed technology may further include: a stator support member that rotatably supports the stator and exits the torque converter through a front axle bore.

[0020] The stator support can be configured to be fixed or stationary relative to the vehicle body or vehicle frame, or it can be configured to be fixed or attached to the surrounding housing. This means that during torque converter operation, the position or orientation of the stator support remains unchanged relative to the vehicle body or surrounding housing, while the cover, impeller, stator, turbine, and output shaft can rotate relative to the vehicle body or surrounding housing during operation.

[0021] It should be understood that the stator support extends from inside the torque converter to the outside of the torque converter. Optionally, the stator may exit the torque converter through a front axle bore. The entire stator support then lies outside the positioned torque converter.

[0022] The stator support may include a flywheel or an overrunning clutch, such as a strut clutch, which rotatably supports the stator relative to the stator support. It should be understood that the flywheel restricts the stator's rotation relative to the stator support in a single direction or only one direction. The flywheel may be located at the center of the output shaft or coaxial with it. It may be located between the stator and the output shaft, or within the space formed between the stator and the output shaft.

[0023] The stator support may include or form a stator support hole through which the output shaft extends.

[0024] The stator support bore may have a rear opening located inside the torque converter or within a closed space formed by the cover and impeller. It should be understood that the output shaft exits the stator support bore through the rear opening toward or in the direction of the rear shaft bore. The stator support bore may also have a front opening located outside the torque converter or outside the closed space formed by the cover and impeller. The output shaft may exit the front shaft bore before exiting the front opening of the stator support bore.

[0025] The torque converter according to the above aspects of the proposed technology may further include: an input shaft fixedly or rigidly connected to the rear cover portion, wherein the input shaft includes or forms an input shaft bore, and an output shaft or a rear shaft portion of the output shaft extends through the input shaft bore.

[0026] This means that the output shaft extends within and through the input shaft, and provides both input and output torque on the same side of the torque converter. The input shaft can be aligned with or coaxial with the output shaft, or relative to the output shaft. It should be understood that the input shaft is configured or designed to receive input torque.

[0027] It should be understood that at every point along the input shaft, the diameter of the input shaft bore, or the inner diameter of the input shaft, is greater than the diameter of the output shaft. It should also be understood that the length of the input shaft can be shorter than its diameter. For example, the length can be less than the diameter, or less than half the diameter. This allows the prime mover to be positioned close to the torque converter. The input shaft can be connected to the rear cover portion at the rear shaft bore. This allows for input shafts with smaller diameters.

[0028] The input shaft bore may have a front opening located at the rear shaft bore. It may also have a rear opening at the distal end of the rear cover portion. Both the front and rear openings of the input shaft may be located outside the torque converter or outside the enclosed space formed by the cover and impeller. The output shaft may exit the input shaft bore, the input shaft, or the torque converter through the rear opening of the input shaft bore. The input shaft bore may be aligned with or coaxial with the stator support bore.

[0029] The rear cover portion can define the rear end of the torque converter, where the input torque is intended to be supplied. If present, the input shaft can define the rear end of the torque converter, where the input torque is intended to be supplied.

[0030] The rear cover portion may include or form a torque input hub or torque input connector. The torque input hub may extend or protrude outward from or in the opposite direction to where the impeller is located from the rear cover portion. An input shaft may be connected to the torque input hub. The torque input hub may be located at the rear shaft bore. Alternatively or additionally, the torque input hub may form the rear shaft bore.

[0031] The torque converter according to the above aspects of the proposed technology may also include: a rear radial rolling bearing or a radial rolling element bearing, a connecting cover (or rear cover portion) and an output shaft.

[0032] It should be understood that the rear radial rolling bearing rotatably supports the cover or rear cover portion relative to the output shaft. The radial rolling bearing is understood to provide radial support. The designated position of the bearing is beneficial to the mechanical stability of the torque converter.

[0033] Additionally or alternatively, the torque converter may include a rear radial rolling bearing that connects the cover (or rear cover portion) and the turbine. This means that the bearing rotatably supports the cover or rear cover portion relative to the turbine. Additionally or alternatively, the torque converter may include a rear radial rolling bearing that connects the input shaft and the output shaft.

[0034] The torque converter according to the above aspects of the proposed technology may further include: a clutch having (a) a disengaged state and (b) an engaged state, wherein in the disengaged state, the cover and the output shaft are unlocked and can rotate at different speeds, and wherein in the engaged state, the cover and the output shaft are locked together or fully engaged by static friction and rotate at the same speed.

[0035] It should be understood that the clutch operatively connects the cover and the output shaft. For example, it can engage the rear cover portion and the turbine in the engaged state.

[0036] The clutch can also have a (c) slip state, in which the cover and the output shaft are partially locked together or partially engaged by dynamic friction and are able to rotate at different speeds.

[0037] When the clutch is in the disengaged state, it should be understood that it does not mechanically transmit torque between the cover and the output shaft. In this case, torque transmission caused solely by the fluid coupling or viscous resistance of the fluid in the torque converter is not considered mechanical torque transmission. The partial locking of the cover and output shaft implies a sliding mechanical coupling between them. The sliding state is understood to include the partially engaged state. It cannot be interpreted as purely fluid coupling. The locking of the cover and output shaft implies a non-slipping mechanical coupling between them. It should be understood that the clutch can change from disengaged to engaged via a sliding state, and vice versa. The clutch can also change from disengaged to engaged instantaneously, for example, by rapidly engaging the clutch when the cover and turbine are rotating at the same speed, or by changing from engaged to disengaged when the cover is not providing torque.

[0038] The clutch can be configured to operate continuously in a slipping state. This means it can operate in a slipping state for a period of time that is longer than the transition from the disengaged state to the engaged state.

[0039] A clutch can be a lock-up clutch, meaning its base state is engaged, and it is activated to transition from the engaged state to the disengaged state. For example, a clutch can be spring-biased to be in its engaged state.

[0040] The clutch can be hydraulically operated. It can be operated or activated by changes in the pressure or flow rate of the fluid contained in or within the torque converter. The fluid can be the same as the fluid that transmits torque from the impeller to the turbine.

[0041] The clutch can be an internal clutch. It can be located between the turbine and the rear cover section, or within the space formed between the turbine and the rear cover section. It should be understood that, in the engaged state, the clutch transmits all the torque supplied to the rear end to the output shaft. It can also be understood that, in the slipping state, the clutch transmits some or a portion of the torque supplied to the rear end to the output shaft.

[0042] The output shaft may include or form a shaft conduit configured to supply fluid to the enclosed space of the torque converter. For example, it may supply fluid at a point between the turbine and the rear cover portion. This allows for regulation of the fluid pressure within the torque converter and operation of the clutch from outside the torque converter. The shaft conduit may extend through a rear axle bore. Alternatively, the input shaft may include or form a shaft conduit configured to supply fluid to the enclosed space of the torque converter.

[0043] In a third aspect of the proposed technology, an electric powertrain for a motorized road vehicle is provided. The powertrain includes a drive assembly. The drive assembly includes an electric motor and a torque converter, wherein the torque converter includes an output shaft and is configured to receive torque from the electric motor and transmit torque via the output shaft. The drive assembly has a first side and an opposing second side. The electric motor and the torque converter are centered on the output shaft, and the output shaft extends through the drive assembly and is accessible for transmitting torque on the first and second sides of the drive assembly. In other words, the output shaft extends through the drive assembly and may include a first mechanical interface on the first side of the drive assembly for transmitting torque and a second mechanical interface on the second side of the drive assembly for transmitting torque. In other words, the output shaft extends through the drive assembly, and the powertrain includes a first wheel connector or a first hub for connecting to a first wheel, wherein the first wheel connector is located on the first side of the drive assembly in the powertrain; and a second wheel connector or a second hub for connecting to a second wheel, wherein the second wheel connector is located on the second side of the drive assembly in the powertrain.

[0044] The torque converter may have any of the features described above according to the second aspect of the proposed technology. The electric motor may also have a motor shaft that can be coupled to the torque converter.

[0045] The output shaft may have a first shaft portion or a rear axle portion, and a coaxial second shaft portion or a front axle portion, wherein the first shaft portion is accessible from a first side of the drive assembly, and the second shaft portion is accessible from a second side of the drive assembly. The powertrain may include: a first wheel connector or a first wheel hub for connection to a first wheel, wherein the first wheel connector is operatively connected to the first axle portion; and a second wheel connector or a second wheel hub for connection to a second wheel, wherein the second wheel connector is operatively connected to the second axle portion. The operative connection of the wheel connector to the axle portion implies that other mechanical components, such as a clutch, may be present between them.

[0046] In other words, the powertrain includes: a torque converter according to the second aspect of the proposed technology, or a torque converter having a first end, a second end, and an output shaft, the output shaft exiting the torque converter at the first and second ends, wherein the torque converter is configured to receive input torque at the first end output shaft and transmit it as output through the output shaft. The powertrain also includes: an electric motor having a motor shaft coupled to the rear end of the torque converter or coupled to the torque converter at the rear end of the torque converter. The first end can be a rear end or a turbine end, and the second end can be a front end or a turbine end. The torque converter can include an impeller and a turbine, and the impeller can be positioned closer to the second end than the turbine, and the turbine can be positioned closer to the first end than the turbine.

[0047] As described above, the output shaft may have a first shaft portion or a rear axle portion extending from the rear end of the torque converter. The output shaft may also have a second shaft portion or a front axle portion extending from the front end of the torque converter. Furthermore, the output shaft may have a central shaft portion located internally and connecting the rear axle portion and the front axle portion. The rear axle portion, the central shaft portion, and the front axle portion may be aligned or coaxial. As described above, the powertrain may further include: a first wheel connector or a first wheel hub for connecting to a first wheel, wherein the first wheel connector is operatively connected to the rear axle portion; and a second wheel connector or a second wheel hub for connecting to a second wheel, wherein the second wheel connector is operatively connected to the front axle portion.

[0048] It should be understood that the electric motor is configured to provide torque via the motor shaft. The motor shaft and the output shaft can be aligned or coaxial. The fact that the motor shaft is located at the rear end of the torque converter means that it provides input torque to the torque converter, or more precisely, provides input torque at its rear end.

[0049] It should also be understood that in these descriptions, the electric powertrain is a fully electric powertrain, meaning that no internal combustion engine provides torque to the powertrain. Without exception, the prime mover in an electric powertrain is an electric motor.

[0050] Electric motors are understood to include any type of motor, such as induction motors or permanent magnet motors. An electric motor can be a permanent magnet motor, which is advantageous when combined with a torque converter.

[0051] The motor shaft can be connected to the input shaft of the torque converter, or it can constitute the input shaft of the torque converter. Here, and throughout the description, the input shaft can be a single unit, or it can be a composite structure composed of several separate parts joined together. Similarly, the motor shaft can be a single unit or a composite structure, and the output shaft can be a single unit or a composite structure. For example, the motor shaft can be partially or entirely composed of the rotor of the electric motor. However, each of the shafts is understood to be rigid, or composed of parts that are fixed relative to each other during operation.

[0052] The motor shaft can be rotatably fixed to the torque converter, for example, to the torque converter's cover, rear cover portion, or input shaft. This means there is no clutch or mechanism to separate the motor from the torque converter. Furthermore, the motor shaft can be synchronized with the torque converter, for example, with the torque converter's cover, rear cover portion, or input shaft. This means there is no torque transfer between the motor and the torque converter, for example, via mechanical gears or shifting mechanisms. The motor shaft and the torque converter's cover, rear cover portion, or input shaft rotate at the same speed. In other words, torque transmission from the motor shaft to the torque converter can be seamless, or the motor shaft and the cover, rear cover portion, or input shaft can rotate at the same rate or rotational speed. This means the motor can be positioned close to the torque converter, allowing for a compact powertrain or centralized powertrain mass.

[0053] In a third aspect of the proposed technology, the motor shaft may include or form a motor shaft bore through which the output shaft or rear shaft portion extends. This means that the output shaft can provide torque on the opposite side of the motor's position relative to the torque converter. It should be understood that the output shaft extends through the entire length of the motor shaft bore. It enters the motor shaft bore on the side of the motor facing the torque converter and exits the motor shaft bore on the side of the motor facing away from the torque converter.

[0054] The motor shaft bore may have a front opening or a second opening on the side of the motor facing the torque converter, and a rear opening or a first opening on the side of the motor facing away from the torque converter. It should be understood that the output shaft enters the motor shaft bore through the front opening and exits through the rear opening. The motor shaft bore may be aligned with or coaxial with the input shaft bore.

[0055] An electric motor may have a stator and a rotor. The rotor may include or form a rotor bore through which the output shaft or motor shaft extends. The motor shaft may form part of the rotor.

[0056] The powertrain or drive assembly may also include a housing enclosing the electric motor and torque converter. The stator support of the torque converter may be rigidly attached to the housing. Furthermore, the stator of the electric motor may be rigidly attached to the housing. The housing may include or be formed in the space between the torque converter and the electric motor, or in the space formed between the torque converter and the electric motor. The powertrain may also include radial rolling bearings connecting the input shaft, motor shaft, or rotor to the motor housing. In other words, the powertrain may include radial rolling bearings that rotatably support the input shaft, motor shaft, or rotor relative to the motor housing. This helps improve the support of the electric motor rotor.

[0057] The housing may have a first hole through which the rear axle portion extends. Similarly, the housing may have a second hole through which the front axle portion extends.

[0058] The torque converter can discharge fluid that provides hydraulic coupling during operation or when the clutch is disengaged. A housing can be formed around the torque converter to collect or be configured to collect the discharged fluid.

[0059] The motor shaft is specified to be connected to the rear end of the torque converter. The motor shaft can also be connected to the rear end of the torque converter. This means there are no functional components, such as shifting, torque conversion, or disengagement components, between the motor shaft and the torque converter.

[0060] Optionally, the electric powertrain or drive assembly may further include a reduction gear set having a reduction gear input or reduction gear input section and a reduction gear output or reduction gear output section. The reduction gear set can be configured to reduce a first rotational speed of the reduction gear input to a lower second rotational speed of the reduction gear output. In other words, the reduction gear set can be configured to convert input torque received at the reduction gear input into a higher output torque transmitted to the reduction gear output.

[0061] The reduction gear input can be connected to the electric motor, and the reduction gear output can be connected to the torque converter. In other words, the reduction gear input can be connected to the motor shaft, and the reduction gear output can be connected to the torque converter, or the rear end of the torque converter, or the input shaft of the torque converter. This allows the electric motor to operate at a higher speed than the torque converter.

[0062] The reduction gear set may include or form a reduction gear bore through which the output shaft extends. The reduction gear bore may be aligned with or coaxial with the motor shaft bore. If the torque converter has an input shaft, the reduction gear bore may be aligned with or coaxial with the input shaft bore. The reduction gear bore may have a front opening on the side of the reduction gear set facing the torque converter and a rear opening on the side of the reduction gear set facing the motor. It should be understood that the output shaft enters the reduction gear bore through the front opening and exits through the rear opening.

[0063] A reduction gear set can be a planetary gear set or a planetary gear system, comprising a sun gear, planetary gears, a ring gear, and a planet carrier. The reduction gear input may include or form the sun gear. The reduction gear output may include or form the planet carrier. The planetary gears and the ring gear are operatively connected to the sun gear and the planet carrier. The ring gear may be fixed relative to its surroundings, such as the body or housing of a vehicle. This means the ring gear cannot rotate. If a reduction gear bore is available, then the reduction gear input and reduction gear output, or the sun gear and planet carrier, can together form the reduction gear bore.

[0064] The electric powertrain may further include a first reduction gear set and a second reduction gear set. Each of the first and second reduction gear sets has a reduction gear input or reduction gear input portion and a reduction gear output or reduction gear output portion. Each of the first and second reduction gear sets can be configured as a reduction gear set as described above. Additionally or alternatively, each of the first and second reduction gear sets can be a planetary gear set, which can have any of the features of a planetary gear set described above.

[0065] The reduction gear input of each of the first and second reduction gear sets can be connected to the output shaft. In other words, the reduction gear input of the first reduction gear set can be connected to the rear axle portion, and the reduction gear input of the second reduction gear set can be connected to the front axle portion. The first reduction gear set can face the rear end of the torque converter, and the second reduction gear set can face the front end of the torque converter. The electric motor can be positioned between the torque converter and the first reduction gear set or in the space formed between them. In other words, the first reduction gear set can be located on a first side of the drive assembly in the powertrain, and the second reduction gear set can be located on a second side of the drive assembly in the powertrain; or the reduction gear input of the first reduction gear set can be connected to a first mechanical interface, and the reduction gear input of the second reduction gear set can be connected to a second mechanical interface.

[0066] Elsewhere in these descriptions, any component connected to the output shaft or the rear and front shaft portions of the output shaft may alternatively be connected to the reduction gear output of the first and second reduction gear sets.

[0067] In a fourth aspect of the proposed technology, the electric powertrain according to the third aspect of the proposed technology further includes: a first clutch having a clutch input or clutch input portion and a clutch output or clutch output portion; and a second clutch having a clutch input or clutch input portion and a clutch output or clutch output portion. The clutch input of each of the first and second clutches is coupled to an output shaft. The first clutch may face the rear end of the torque converter, and the second clutch may face the front end of the torque converter. In other words, the first and second clutches may be located on opposite sides of the torque converter or drive assembly in the powertrain. The electric motor may be positioned between the torque converter and the first clutch or in the space formed between them.

[0068] In other words, the clutch input of the first clutch is connected to the rear axle portion, and the clutch input of the second clutch is connected to the front axle portion, and the electric motor can be positioned between the torque converter and the first clutch or in the space formed between them.

[0069] It should be understood that the output torque provided by the output shaft of the torque converter is received as input torque by the clutch input of each of the first and second clutches. In this way, the output torque is distributed between the first and second clutches.

[0070] The clutch input of each of the first and second clutches can be connected to the output shaft, or the clutch input of the first clutch can be connected to the rear axle portion, and the clutch input of the second clutch can be connected to the front axle portion. This means that there are no functional components between the output shaft and the first clutch, and between the output shaft and the second clutch.

[0071] The clutch input of each of the first and second clutches can be rotatably fixed to the output shaft of the torque converter. This means that there is no mechanism to disengage the first and second clutches from the output shaft. Furthermore, the clutch inputs can be synchronized with the output shaft, meaning that there is no torque transfer between the first and second clutches and the output shaft, for example, via mechanical gears or a shifting mechanism.

[0072] The housing may include or form a first clutch partition located in or within the space formed between the electric motor and the first clutch. The powertrain may also include a first radial rolling bearing connecting the output shaft and the first clutch partition. In other words, the powertrain may include a first radial rolling bearing that rotatably supports the output shaft relative to the first clutch partition. This helps improve support for the torque converter's output shaft and turbine.

[0073] The housing may include or form a second clutch partition located in or within the space formed between the torque converter and the second clutch. The powertrain may also include a second radial rolling bearing connecting the output shaft and the second clutch partition. In other words, the powertrain may include a second radial rolling bearing that rotatably supports the output shaft relative to the second clutch partition. This helps improve support for the torque converter's output shaft and turbine.

[0074] As described in the third aspect of the proposed technology, the electric powertrain may further include a first reduction gear set and a second reduction gear set. In an alternative where the clutch input of each of the first and second clutches is connected to the output shaft, if the electric powertrain also includes a first reduction gear set and a second reduction gear set, the clutch inputs of the first and second clutches can be connected to the reduction gear outputs of the first and second reduction gear sets, respectively. This means there are no functional components between adjacent clutches and reduction gear sets.

[0075] Alternatively, the reduction gear inputs of each of the first and second reduction gear sets can be connected to the outputs of the first and second clutches, respectively. Elsewhere in these descriptions, any component described as connected to the outputs of the first and second clutches can alternatively be connected to the reduction gear outputs of the first and second reduction gear sets, respectively.

[0076] Each of the first and second reduction gear sets has a reduction gear input or reduction gear input portion and a reduction gear output or reduction gear output portion. Each of the first and second reduction gear sets can be configured as a reduction gear set as described above. Additionally or alternatively, each of the first and second reduction devices can be a planetary gear set, which can have any of the features of a planetary gear set described above.

[0077] In a fifth aspect of the proposed technology, a bevel gear assembly is provided, comprising: a gear input shaft; a gear output shaft or central shaft, which is transverse to or perpendicular to the gear input shaft and has a first end or a first output end and a second end or a second output end; and a bevel gear operatively connecting the gear input shaft and the gear output shaft. The first end and the second end of the gear output shaft are located on opposite sides of the bevel gear, or on opposite first and second sides.

[0078] It should be understood that the bevel gear at the first and second ends converts or transmits the input torque received by the gear input shaft into the output torque provided by the gear output shaft.

[0079] A bevel gear assembly may include a housing or shaft housing that encapsulates the bevel gear. The gear input shaft and gear output shaft may extend from the housing. This means that the gear output shaft exits the housing on opposite sides, or on opposite first and second sides.

[0080] The housing may include or form a bevel gear partition at the gear input shaft. The bevel gear assembly may also include a radial rolling bearing connecting the gear input shaft and the bevel gear partition. In other words, the bevel gear assembly may include a radial rolling bearing that rotatably supports the gear input shaft relative to the bevel gear partition.

[0081] The bevel gear assembly may further include: a first clutch having a clutch input or clutch input portion and a clutch output or clutch output portion; and a second clutch having a clutch input or clutch input portion and a clutch output or clutch output portion. The clutch input of the first clutch is connected to a first end of the gear output shaft, and the clutch input of the second clutch is connected to a second end of the gear output shaft. This means that the bevel gear is located in the space between or between the first clutch and the second clutch.

[0082] It should be understood that the input torque, such as the output torque from the torque converter output shaft, is received by the gear input shaft. This input torque is then converted or transmitted into output torque via bevel gears. The output torque is then transmitted to the clutch input via the gear output shaft. This separates the output torque between the first and second clutches.

[0083] The clutch input of each of the first and second clutches can be rotatably fixed to the gear output shaft. This means that there is no mechanism to disengage the first and second clutches from the gear output shaft. Furthermore, the clutch input can be synchronized with the gear output shaft, meaning that there is no torque transfer between the first and second clutches and the gear output shaft, for example, via mechanical gears or a shifting mechanism.

[0084] The housing may include or form a first clutch partition located in or within the space formed between the bevel gear and the first clutch. The powertrain may also include a first radial rolling bearing connecting the gear output shaft and the first clutch partition. In other words, the powertrain may include a first radial rolling bearing that rotatably supports the gear output shaft relative to the first clutch partition. This helps improve support for the bevel gear and the first clutch.

[0085] The housing may also include or form a second clutch partition located between the bevel gear and the second clutch, or in the space formed between the bevel gear and the second clutch. The powertrain may also include a second radial rolling bearing connecting the gear output shaft and the second clutch partition. In other words, the powertrain may include a second radial rolling bearing that rotatably supports the gear output shaft relative to the second clutch partition. This helps improve support for the bevel gear and the second clutch.

[0086] In a sixth aspect of the proposed technology, an electric powertrain for a motorized road vehicle is provided, comprising: a bevel gear assembly according to a fifth aspect of the proposed technology, and an electric motor having a motor shaft connected to a gear input shaft of the bevel gear assembly.

[0087] It should be understood that the electric motor is configured to provide torque via the motor shaft. The fact that the motor shaft is connected to the gear input shaft of the bevel gear assembly means that it provides input torque to the gear input shaft.

[0088] Here, and throughout these descriptions, "electric motor" is understood to include any type of electric motor, such as an induction motor or a permanent magnet motor. Preferably, the electric motor is a permanent magnet motor, which is advantageous when combined with a bevel gear assembly.

[0089] An electric motor may include a stator and a rotor. The motor shaft may form the gear input shaft of a bevel gear assembly. The motor shaft may be a monolithic structure or a composite structure composed of several separate parts joined together. For example, the motor shaft may be partially or entirely composed of the rotor of the electric motor.

[0090] The motor shaft is rotatably fixed to the gear input shaft of the bevel gear assembly. This means there is no clutch or mechanism to separate the motor from the bevel gear assembly. Furthermore, the motor shaft can be synchronized with the gear input shaft of the bevel gear assembly. This means there is no torque transfer between the motor and the bevel gear assembly, for example, via mechanical gears or shifting mechanisms.

[0091] It should be understood that the electric motor is configured to provide output torque via the motor shaft, and the output torque provided by the motor shaft is received as input torque by the gear input shaft of the bevel gear assembly.

[0092] The bevel gear assembly or powertrain may include a housing. The stator of the electric motor may be fixedly or rigidly attached to the housing. The housing may include or form a motor partition in the space between or between the bevel gear assembly and the electric motor. The powertrain may also include radial rolling bearings connecting the motor shaft (or gear input shaft) and the motor partition. In other words, the powertrain may include radial rolling bearings that rotatably support the motor shaft relative to the motor partition. This helps improve the support of the motor shaft.

[0093] In a seventh aspect of the proposed technology, an electric powertrain for a motorized road vehicle includes: a bevel gear assembly according to a fifth aspect of the proposed technology, and a torque converter having a rear end, a front end, and an output shaft, the output shaft exiting the torque converter at the front end and being accessible at or extending from the front end, wherein the output shaft is connected to a gear input shaft of the bevel gear assembly. The powertrain also includes: an electric motor having a motor shaft operably connected to or operably connected at the rear end of the torque converter to the torque converter.

[0094] It should be understood that the electric motor is configured to provide torque via a motor shaft. The fact that the motor shaft is operatively connected to the rear end of the torque converter means that it provides input torque to that rear end. This means that the electric motor is configured to supply output torque via the motor shaft, and that the output torque supplied by the motor shaft is received by the torque converter as input torque.

[0095] Electric motors are understood to include any type of motor, such as induction motors or permanent magnet motors. An electric motor can be a permanent magnet motor, which is advantageous when combined with a torque converter.

[0096] An electric motor may include a stator and a rotor. The motor shaft may form the input shaft connected to the rear end of a torque converter. The motor shaft may be a single, integral structure or a composite structure composed of several separate parts joined together. For example, the motor shaft may be partially or entirely composed of the rotor of the electric motor.

[0097] The motor shaft is rotatably fixed to the rear end of the torque converter. This means there is no clutch or mechanism to separate the motor from the torque converter. Furthermore, the motor shaft can be synchronized with the rear end of the torque converter. This also means there is no torque transfer between the motor and the torque converter, for example, via mechanical gears or shifting mechanisms.

[0098] The torque converter described here differs from those described previously in that the output shaft does not exit the torque converter at the rear end, or torque transmission is not possible at the rear end of the output shaft. It should be understood that the rear end of the torque converter faces the electric motor, and the torque converter is positioned between the electric motor and the bevel gear assembly, or within the space formed between the electric motor and the bevel gear assembly. In other words, in the powertrain, the torque converter is located between the electric motor and the bevel gear assembly.

[0099] A torque converter may include a fluid, which may be a liquid such as oil. During operation, the fluid may be contained within the torque converter. The fluid may provide hydraulic coupling between the rear end and the output shaft. It should be understood that a torque converter converts input torque into amplified or greater output torque.

[0100] As stated above, the terms “rear” and “front” should be interpreted as referring to the relative position with respect to the torque converter, rather than the absolute position with respect to the surrounding environment (such as the vehicle body or other components of the powertrain).

[0101] The bevel gear assembly or powertrain may include a housing. The stator of the electric motor may be fixedly or rigidly attached to the housing of the bevel gear assembly. The housing may include or form a torque converter partition in the space formed between or between the bevel gear assembly and the torque converter. The powertrain may also include a radial rolling bearing connecting the output shaft of the torque converter and the torque converter partition. In other words, the powertrain may include a first radial rolling bearing that rotatably supports the output shaft relative to the torque converter partition. This helps improve the support of the output shaft.

[0102] The housing may include or form a motor partition in the space between or between the torque converter and the motor. The powertrain may also include radial rolling bearings connecting the motor shaft and the motor partition. In other words, the powertrain may include radial rolling bearings that rotatably support the motor shaft relative to the motor partition. This helps improve the support of the motor shaft.

[0103] The torque converter may have: a clutch having (a) a disengaged state and (b) an engaged state, wherein in the disengaged state, the rear end and the output shaft are unlocked and capable of rotating at different speeds, and wherein in the engaged state, the rear end and the output shaft are locked together, or fully engaged by static friction, and rotate at the same speed. It should be understood that the clutch operatively connects the rear end and the output shaft. The clutch may also have (c) a slipping state, wherein the rear end and the output shaft are partially locked together, or partially engaged by dynamic friction, and capable of rotating at different speeds.

[0104] When the clutch is in the disengaged state, it should be understood that it does not mechanically transmit torque between the rear end and the output shaft. In this case, torque transmission caused solely by the hydraulic coupling or viscous resistance of the fluid in the torque converter is not considered mechanical torque transmission. Partial locking of the rear end and output shaft implies a sliding mechanical coupling between them. This sliding state is understood to include partial engagement and should not be interpreted as purely hydraulic coupling. Locking of the rear end and output shaft implies a non-slipping mechanical coupling between them.

[0105] The clutch can operate in the same manner as the clutches of the first and second aspects of the proposed technology. For example, the clutch can be a lock-up clutch, meaning that its base state is engaged, and it is activated to transition from the engaged state to the disengaged state. The clutch can be hydraulically operated. It can be operated or activated by a change in the pressure or flow rate of a fluid contained in or within the torque converter's enclosed space. The fluid can be the same as the fluid that transmits torque from the impeller to the turbine.

[0106] The clutch can be an internal clutch. It should be understood that, in the engaged state, the clutch transmits all the torque supplied to the rear end to the output shaft. It can also be understood that, in the slipping state, the clutch transmits some or a portion of the torque supplied to the rear end to the output shaft.

[0107] The output shaft may include or form a shaft conduit configured to supply fluid to the torque converter. This allows for adjustment of the fluid pressure within the torque converter and enables operation of the clutch from outside the torque converter.

[0108] In the eighth aspect of the proposed technology, the electric powertrain according to the third aspect of the proposed technology further includes: a bevel gear assembly according to the fifth aspect of the proposed technology, wherein the gear input shaft of the bevel gear assembly is connected to the output shaft of the torque converter.

[0109] It should be understood that the gear input shaft can constitute or form part of the torque converter output shaft. This means that the bevel gear can operatively connect the torque converter output shaft and the gear output shaft. The torque converter output shaft can be a composite structure, and the gear input shaft can be separable from the rest of the output shaft. Alternatively, the torque converter output shaft and the gear input shaft of the bevel gear assembly can form an integral structure.

[0110] It should also be understood that the output torque provided by the output shaft of the torque converter is received as input torque by the gear input shaft of the bevel gear assembly.

[0111] The gear input shaft is rotatably fixed to the torque converter's output shaft. This means there is no clutch or mechanism to separate the gear input shaft from the output shaft. Furthermore, the gear input shaft can be synchronized with the torque converter's output shaft. This means there is no torque transfer between the gear input and output shafts, for example, via mechanical gears or shifting mechanisms.

[0112] The bevel gear assembly can be supported by a housing. The housing can enclose the bevel gear. The housing can form a shaft housing, or the shaft housing can form part of the housing.

[0113] The front end of the torque converter may face the bevel gear assembly. In other words, the front axle portion of the output shaft may be connected to the gear input shaft, or the front axle portion may constitute or form the gear input shaft of the bevel gear assembly. The housing may include or form a bevel gear partition located in the space formed between the torque converter and the bevel gear assembly or between the torque converter and the bevel gear assembly. The powertrain may also include radial rolling bearings connecting the output shaft (or gear input shaft) and the bevel gear partition. In other words, the powertrain may include radial rolling bearings that rotatably support the output shaft or gear input shaft relative to the bevel gear partition.

[0114] Alternatively, the rear end of the torque converter can face the bevel gear assembly. This means the electric motor is positioned in the space between or between the torque converter and the bevel gear assembly. In other words, the rear axle portion of the output shaft can be connected to the gear input shaft, or the rear axle portion can form or constitutively form the gear input shaft of the bevel gear assembly. The housing can then include or form a bevel gear spacer located in the space formed between or between the electric motor and the bevel gear assembly. The powertrain can also include radial rolling bearings connecting the output shaft (or gear input shaft) and the bevel gear spacer. In other words, the powertrain can include radial rolling bearings that rotatably support the output shaft or gear input shaft relative to the bevel gear spacer. This helps improve the support of the torque converter's output shaft and turbine.

[0115] In a ninth aspect of the proposed technology, an electric powertrain for a motorized road vehicle is provided, comprising: a differential having a gear input shaft, a first gear output shaft, and a second gear output shaft. The powertrain further comprises: a torque converter having a rear end, a front end, and an output shaft, the output shaft being located at the front end of the torque converter, accessible at the front end, or extending from the front end, wherein the output shaft is connected to the gear input shaft of the differential. The powertrain also comprises: an electric motor having a motor shaft operably connected to the rear end of the torque converter or operably connected to the torque converter at the rear end of the torque converter.

[0116] This aspect of the proposed technology can have any of the features and functions of the powertrain according to the seventh aspect of the proposed technology. The difference is that the differential replaces the bevel gear assembly.

[0117] It should be understood that the differential operatively connects the gear input shaft, the first gear output shaft, and the second gear output shaft. The first and second gear output shafts may be transverse to the gear input shaft or perpendicular to it. They may be located on opposite sides of the differential, or on opposite first and second sides.

[0118] The differential can be a limited-slip differential or an open differential. It should be understood that the gear input and output shafts can form part of the torque converter output shaft. This means that the differential can operatively connect the torque converter output shaft to both the first and second gear output shafts. The torque converter output shaft can be a composite structure, and the gear input shaft can be separable from the rest of the output shaft. Alternatively, the torque converter output shaft and the differential gear input shaft can form an integral structure.

[0119] The gear input shaft is rotatably fixed to the torque converter's output shaft. This means there is no clutch or mechanism to separate the gear input shaft from the output shaft. Furthermore, the gear input shaft can be synchronized with the torque converter's output shaft. This also means there is no torque transfer between the gear input and output shafts, for example, via mechanical gears or shifting mechanisms.

[0120] It should be understood that the rear end of the torque converter faces the electric motor, and the torque converter is positioned between the electric motor and the differential or in the space formed between the electric motor and the differential.

[0121] The differential or powertrain may include a housing. The stator of the electric motor may be rigidly attached to the housing. The housing may include or form a torque converter partition in the space between the differential and the torque converter, or in the space formed between the differential and the torque converter. The powertrain may also include a radial rolling bearing connecting the output shaft of the torque converter and the torque converter partition. In other words, the powertrain may include a first radial rolling bearing that rotatably supports the output shaft relative to the torque converter partition. This helps improve the support of the output shaft.

[0122] The housing may include or form a motor partition in the space between or between the torque converter and the motor. The powertrain may also include radial rolling bearings connecting the motor shaft and the motor partition. In other words, the powertrain may include radial rolling bearings that rotatably support the motor shaft relative to the motor partition. This helps improve the support of the motor shaft.

[0123] In the tenth aspect of the proposed technology, the electric powertrain according to the third aspect of the proposed technology further includes: a differential having a gear input shaft, a first gear output shaft, and a second gear output shaft, wherein the gear input shaft of the differential is connected to the output shaft of the torque converter.

[0124] The differential can have any of the features and functions of a differential according to the ninth aspect of the proposed technology. For example, the differential can be a limited-slip differential or an open differential, and the gear input and output shafts of the differential can constitute or form part of the torque converter output shaft. It should be understood that the output torque provided by the output shaft of the torque converter is received as input torque by the gear input shaft of the differential.

[0125] The gear input shaft is rotatably fixed to the torque converter's output shaft. This means there is no clutch or mechanism to separate the gear input shaft from the output shaft. Furthermore, the gear input shaft can be synchronized with the torque converter's output shaft. This means there is no torque transfer between the gear input and output shafts, for example, via mechanical gears or shifting mechanisms.

[0126] The differential can be supported by a housing. The housing can enclose the differential. It can form the shaft housing that encloses the differential.

[0127] The front end of the torque converter may face the differential. In other words, the front axle portion of the output shaft may connect to the gear input shaft, or the front axle portion may constitute or form the gear input shaft of the differential. The housing may then include or form a torque converter partition located in the space formed between the torque converter and the differential. The powertrain may also include radial rolling bearings connecting the output shaft (or gear input shaft) and the torque converter partition. In other words, the powertrain may include radial rolling bearings that rotatably support the output shaft or gear input shaft relative to the torque converter partition.

[0128] Alternatively, the rear end of the torque converter can face the differential. This means the electric motor is positioned in the space between or between the torque converter and the differential. In other words, the rear axle portion of the output shaft can connect to the gear input shaft, or the rear axle portion can form or constitute the gear input shaft of the differential. The housing can include or form a motor partition located in the space formed between or between the electric motor and the differential. The powertrain can also include radial rolling bearings connecting the output shaft (or gear input shaft) and the motor partition. In other words, the powertrain can include radial rolling bearings that rotatably support the output shaft or gear input shaft relative to the motor partition. This helps improve the support of the torque converter's output shaft and turbine.

[0129] In an eleventh aspect of the proposed technology, an electric powertrain for a motorized road vehicle is provided, comprising: an electric motor including a motor shaft having a first shaft portion extending or accessible from a first side of the motor, and a second shaft portion extending or accessible from an opposite second side of the motor. The powertrain further comprises: a first clutch having a clutch input or clutch input portion and a clutch output or clutch output portion, wherein the clutch input of the first clutch is coupled to the first shaft portion; and a second clutch having a clutch input or clutch input portion and a clutch output or clutch output portion, wherein the clutch input of the second clutch is coupled to the second shaft portion.

[0130] An electric motor may include a stator and a rotor, and the rotor may include or form a central shaft portion connecting a first shaft portion and a second shaft portion. The first shaft portion, the central shaft portion, and the second shaft portion may be aligned or coaxial. The shaft portions are understood to be rigid or composed of parts that are fixed relative to each other during operation.

[0131] It should be understood that the electric motor is configured to provide output torque via the motor shaft, and the output torque provided by the motor shaft is received as input torque by the clutch input of each of the first and second clutches. In this way, the output torque is distributed between the first and second clutches.

[0132] The clutch input of the first clutch can be connected to the first shaft portion, and the clutch input of the second clutch can be connected to the second shaft portion. The clutch input of each of the first and second clutches can be rotatably fixed to the motor shaft. This means that there is no mechanism to disengage the first and second clutches from the motor shaft. Furthermore, the clutch inputs can be synchronized with the motor shaft, meaning that there is no torque transfer between the first and second clutches and the motor shaft, for example, via mechanical gears or a shifting mechanism.

[0133] The powertrain may also include a housing. The stator of the electric motor may be fixedly or rigidly attached to the housing. The housing may include or form a first clutch partition located between the electric motor and the first clutch, or in the space formed between the electric motor and the first clutch. The powertrain may also include a first radial rolling bearing connecting the motor shaft and the first clutch partition. In other words, the powertrain may include a first radial rolling bearing that rotatably supports the motor shaft relative to the first clutch partition. This helps improve the support of the motor shaft and the clutch input of the first clutch.

[0134] The housing may include or form a second clutch partition located in or within the space formed between the torque converter and the second clutch. The powertrain may also include a second radial rolling bearing connecting the motor shaft and the second clutch partition. In other words, the powertrain may include a second radial rolling bearing that rotatably supports the motor shaft relative to the second clutch partition. This helps improve support for the clutch input of the motor shaft and the second clutch.

[0135] The electric powertrain may further include a first reduction gear set and a second reduction gear set. Each of the first and second reduction gear sets has a reduction gear input or reduction gear input portion and a reduction gear output or reduction gear output portion. Each of the first and second reduction gear sets can be configured as a reduction gear set as described above. Additionally or alternatively, each of the first and second reduction gear sets can be a planetary gear set, which can have any of the features of a planetary gear set described above.

[0136] In an alternative where the clutch inputs of the first clutch and the second clutch are respectively connected to the first shaft portion and the second shaft portion, the reduction gear inputs of the first reduction gear set and the second reduction gear set can be respectively connected to the first shaft portion and the second shaft portion of the motor shaft, and the clutch inputs of the first clutch and the second clutch can be respectively connected to the reduction gear outputs of the first reduction gear set and the second reduction gear set. This means that there are no functional components between the motor and the reduction gear set, or between adjacent clutches and reduction gear sets.

[0137] Alternatively, the reduction gear inputs of each of the first and second reduction gear sets can be connected to the outputs of the first and second clutches, respectively. Elsewhere in these descriptions, any component described as connected to the outputs of the first and second clutches can alternatively be connected to the reduction gear outputs of the first and second reduction gear sets, respectively.

[0138] In a twelfth aspect of the proposed technology, an electric powertrain for a motorized road vehicle is provided, comprising: an electric motor including a motor shaft; and a bevel gear assembly according to a fifth aspect of the proposed technology, wherein the gear input shaft of the bevel gear assembly is connected to the motor shaft of the electric motor.

[0139] An electric motor may include a stator and a rotor. The rotor may be connected to, include, or form part of a motor shaft. The motor shaft may have a first shaft portion extending from or accessible from a first side of the motor and a second shaft portion extending from or accessible from an opposite second side of the motor. It may also have a central shaft portion connecting the first and second shaft portions. A gear input shaft may be connected to the first shaft portion. The first shaft portion, the central shaft portion, and the second shaft portion may be aligned or coaxial. The rotor may be connected to, include, or form part of the central shaft portion. Shaft portions are understood to be rigid or composed of portions that are rotationally fixed relative to each other during operation.

[0140] It should be understood that the electric motor is configured to provide output torque through the motor shaft, and the output torque provided by the motor shaft is received as input torque by the gear input shaft.

[0141] The input shaft of the bevel gear assembly is rotatably fixed to the motor shaft. This means there is no mechanism to separate the bevel gear assembly from the motor shaft. Furthermore, the input shaft can be synchronized with the motor shaft, meaning there is no torque transfer between the bevel gear assembly and the motor shaft, for example, via mechanical gears or shifting mechanisms.

[0142] The powertrain may also include a housing. The stator of the electric motor may be fixedly or rigidly attached to the housing. The housing may include or form a bevel gear partition located in the space formed between the electric motor and the bevel gear assembly or between the electric motor and the bevel gear assembly. The powertrain may also include a radial rolling bearing connecting the motor shaft (or gear input shaft) and the bevel gear partition. In other words, the powertrain may include a radial rolling bearing that rotatably supports the motor shaft or gear input shaft relative to the bevel gear partition. This helps improve the support of the motor shaft and the bevel gears.

[0143] Each of the aforementioned electric powertrains may further include a first axle and a second axle, which may constitute or form a pair of axles. The aforementioned first wheel connector and second wheel connector may be respectively connected to or rotatably fixed to the first axle and the second axle. The first wheel connector and the second wheel connector may be synchronized with the first axle and the second axle, respectively.

[0144] The clutch output of the first clutch can be connected to the first axle, and the clutch output of the second clutch can be connected to the second axle. Alternatively, the first gear output shaft and the second gear output shaft of the differential can be connected to the first axle and the second axle, respectively.

[0145] The first and second axles can extend in opposite directions. They can be rotatably fixed to the clutch outputs of the first and second clutches, respectively, or to the first and second gear output shafts of the differential. This means there is no mechanism to separate the axles from the clutch outputs or output shafts. Furthermore, the first and second axles can be synchronized with the clutch outputs of the first and second clutches, respectively, or with the first and second gear output shafts of the differential. This means there is no torque transfer between the axles and the clutch outputs or gear output shafts, for example, via mechanical gears or shifting mechanisms.

[0146] The electric powertrain may also include a first wheel and a second wheel. In other words, a motorized road vehicle may include a first wheel and a second wheel. The first wheel and the second wheel may be connected to a first axle and a second axle, respectively, or connected to a first wheel connector and a second wheel connector. The first wheel and the second wheel may constitute or form a pair of wheels.

[0147] The first wheel and the second wheel, or the first wheel connector and the second wheel connector, can be rotatably fixed to the first axle and the second axle, respectively. This means that there is no mechanism to separate the wheel from the axle. Furthermore, the first wheel and the second wheel can be synchronized with the first axle and the second axle, respectively, which means that there is no torque transfer between the wheel and the axle, for example, through mechanical gears or shifting mechanisms.

[0148] Different electro-powered assemblies with a first clutch and a second clutch are described. Each of the first clutch and the second clutch may have: (a) a disengaged state, wherein the clutch input and clutch output are not locked and are capable of rotating at different speeds; (b) a slipping state, wherein the clutch input and clutch output are partially locked together or partially engaged by dynamic friction and are capable of rotating at different speeds; and (c) an engaged state, wherein the clutch input and clutch output are locked together or fully engaged by static friction and rotate at the same speed.

[0149] It should be understood that when the clutch input and clutch output are not locked, no torque is mechanically transmitted between them. In this case, torque transmission caused solely by the hydraulic coupling or viscous resistance of the coolant or lubricant is not considered mechanical torque transmission. Partial locking of the clutch input and clutch output implies a slipping mechanical coupling between them. The slipping state is understood to include a partially engaged state. Locking the clutch input and clutch output together implies a non-slipping mechanical coupling between them. It should be understood that the first and second clutches can change from a disengaged state to an engaged state via a slipping state. The first and second clutches can also change from a disengaged state to an engaged state instantaneously, for example, by rapidly engaging the clutch when the clutch input and clutch output are rotating at the same speed, or by changing from an engaged state to a disengaged state when the clutch input is not providing torque. It should also be understood that they can operate in a slipping or disengaged state for extended periods. It should be understood that in a slipping state, the amount of torque transmitted between the clutch input and clutch output can change or vary dynamically. This change can be continuous or gradual.

[0150] If the rotor of a permanent magnet motor rotates, there will be a certain resistance within the permanent magnet motor. This resistance is typically greater than that of an induction motor. Therefore, it is advantageous if the motor used with the first and second clutches is a permanent magnet motor, because in the disengaged state, the motor can be completely disconnected from the wheels, allowing the vehicle to be propelled by other devices without any resistance from the permanent magnet motor, such as by another powertrain of the vehicle.

[0151] In a thirteenth aspect of the proposed technology, an electric powertrain for a motorized road vehicle is provided, comprising: an electric motor including a motor shaft having a first shaft portion extending from or accessible from a first side of the motor, and a second shaft portion extending from or accessible from an opposite second side of the motor. The powertrain further comprises: a first torque converter having a rear end, a front end, and an output shaft, the rear end being coupled to the first shaft portion, and the output shaft exiting the first torque converter at the front end and being accessible or extending from the front end; and a second torque converter having a rear end, a front end, and an output shaft, the rear end being coupled to the second shaft portion, and the output shaft exiting the second torque converter at the front end and being accessible or extending from the front end. Each of the first and second torque converters is configured to receive input torque at its rear end and transmit output torque via the output shaft.

[0152] The torque converter described herein differs from the torque converters of the first and second aspects of the proposed technology in that the output shaft does not exit the torque converter at its rear end. It should be understood that the rear end of each torque converter faces the electric motor, and the electric motor is positioned between or in the space formed between the first and second torque converters.

[0153] It should be understood that the electric motor is configured to supply output torque via the motor shaft, and the output torque supplied by the motor shaft is received as input torque by two torque converters. Thus, the output torque is distributed between the first and second torque converters.

[0154] A torque converter may include a fluid, which may be a liquid such as oil. During operation, the fluid may be contained within the torque converter. The fluid may provide hydraulic coupling between the rear end and the output shaft. It should be understood that a torque converter converts input torque into amplified or greater output torque.

[0155] As explained elsewhere, the terms “rear” and “front” should be interpreted as indicating relative positions with respect to the torque converter, rather than absolute positions with respect to the surrounding environment (such as the vehicle body or other components of the powertrain). For example, they can be replaced by the terms “proximal” and “far” or the terms “first side” and “second side”, respectively.

[0156] The rear ends of the first and second torque converters can be connected to the first and second shaft portions of the motor shaft, respectively. This means that there are no functional components between the torque converters and the motor.

[0157] The rear end of each of the first and second torque converters is rotatably fixed to the motor shaft. This means that there is no mechanism to separate the first and second torque converters from the motor shaft. Furthermore, the rear ends can be synchronized with the motor shaft, meaning that there is no torque transfer between the first and second torque converters and the motor shaft, for example, via mechanical gears or shifting mechanisms.

[0158] An electric motor may include a stator and a rotor. The motor shaft may form an input shaft connected to the rear end of each of the first and second torque converters. The motor shaft may be a single, integral structure, or it may be a composite structure composed of several separate parts joined together. For example, the motor shaft may be partially or entirely composed of the rotor of the electric motor. The motor shaft is understood to be either rigid or composed of components that are fixed relative to each other during operation.

[0159] The powertrain may also include a housing. The stator of the electric motor may be rigidly attached to the housing. The housing may include or form a first torque converter partition located in the space formed between the electric motor and the first torque converter, or between the electric motor and the first torque converter. The powertrain may also include a first radial rolling bearing connecting the motor shaft and the first torque converter partition. In other words, the powertrain may include a first radial rolling bearing that rotatably supports the motor shaft relative to the first torque converter partition. This helps improve support for the motor shaft and the rear end of the first torque converter.

[0160] The housing may include or form a second torque converter partition located between or in the space between the torque converter and the second torque converter. The powertrain may also include a second radial rolling bearing connecting the motor shaft and the second torque converter partition. In other words, the powertrain may include a second radial rolling bearing that rotatably supports the motor shaft relative to the second torque converter partition. This helps improve support for the motor shaft and the rear ends of the second torque converter.

[0161] Each of the first and second torque converters may have: a clutch having (a) a disengaged state and (b) an engaged state, wherein in the disengaged state, the rear end and the output shaft are unlocked and can rotate at different speeds, and wherein in the engaged state, the rear end and the output shaft are locked together, or fully engaged by static friction, and rotate at the same speed. It should be understood that the clutch operatively connects the rear end and the output shaft.

[0162] The clutch can have a (c) slip state, in which the rear end and the output shaft are partially locked together, or partially engaged by dynamic friction, and can rotate at different speeds.

[0163] When the clutch is in the disengaged state, it should be understood that it does not mechanically transmit torque between the rear end and the output shaft. In this case, torque transmission caused solely by the hydraulic coupling or viscous resistance of the fluid in the torque converter is not considered mechanical torque transmission. The partial locking of the rear end and the output shaft implies a sliding mechanical coupling between the cover and the output shaft. The sliding state is understood to include the partially engaged state and should not be interpreted as purely hydraulic coupling. The locking of the rear end and the output shaft implies a non-slipping mechanical coupling between them. It should be understood that the clutch changes from the disengaged state to the engaged state via the sliding state, and vice versa. The clutch can be configured to operate continuously in the sliding state. This means that it can operate in the sliding state for a period of time longer than the transition from the disengaged state to the engaged state.

[0164] The clutch may also have any of the features or functions described elsewhere for a clutch used in a torque converter. For example, the clutch may be a lock-up clutch, meaning that its base state is engaged and it is activated to transition from the engaged state to the disengaged state. For example, the clutch may be spring-biased to be in its engaged state.

[0165] The clutch can be hydraulically operated. It can be operated or activated by changes in the pressure or flow rate of the fluid contained in or within the torque converter. The fluid can be the same as the fluid that transmits torque from the impeller to the turbine.

[0166] The clutch can be an internal clutch. It should be understood that, in the engaged state, the clutch transmits all the torque supplied to the rear end to the output shaft. It can also be understood that, in the slipping state, the clutch transmits some or a portion of the torque supplied to the rear end to the output shaft.

[0167] The output shaft may include or form a shaft conduit configured to supply fluid to the torque converter. This allows for adjustment of the fluid pressure within the torque converter and enables operation of the clutch from outside the torque converter.

[0168] The electric powertrain may also include a first axle and a second axle. The output shaft of a first torque converter may be connected to the first axle, and the output shaft of a second torque converter may be connected to the second axle. The first axle and the second axle may extend in opposite directions.

[0169] The first and second axles can be rotatably fixed to the output shafts of the first and second torque converters, respectively. This means there is no mechanism to separate the axles from the output shafts. Furthermore, the first and second axles can be synchronized with the output shafts of the first and second torque converters, respectively, meaning there is no torque transfer between the axles and the output shafts, for example, via mechanical gears or shifting mechanisms.

[0170] As described above, the electric powertrain may further include a first wheel and a second wheel, or a first wheel connector, or a first wheel hub, for connection to the first wheel, and a second wheel connector, or a second wheel hub, for connection to the second wheel. The first axle and the second axle may be connected to the first wheel and the second wheel, respectively, or connected to the first wheel connector and the second wheel connector. This may be located at opposite ends of the axle relative to the torque converter.

[0171] The first wheel and the second wheel, or the first wheel connector and the second wheel connector, can be rotatably fixed to the first axle and the second axle, respectively. This means that there is no mechanism to separate the wheel from the axle. Furthermore, the first wheel and the second wheel, or the first wheel connector and the second wheel connector, can be synchronized with the first axle and the second axle, respectively, which means that there is no torque transfer between the wheel and the axle, for example, through mechanical gears or shifting mechanisms.

[0172] The electric powertrain may also include a first reduction gear set and a second reduction gear set. Each of the first and second reduction gear sets has a reduction gear input or reduction gear input portion and a reduction gear output or reduction gear output portion. Each of the first and second reduction gear sets can be configured as the reduction gear set described above with respect to the third aspect of the proposed technology. Additionally or alternatively, each of the first and second reduction gear sets can be a planetary gear set, which can have any of the features of the planetary gear set in the third aspect of the proposed technology.

[0173] In an alternative embodiment where the rear ends of the first and second torque converters are respectively connected to the first and second shaft portions of the motor shaft, the reduction gear inputs of the first and second reduction gear sets can be connected to the first and second shaft portions of the motor shaft, respectively, and the rear ends of the first and second torque converters can be connected to the reduction gear outputs of the first and second reduction gear sets, respectively. This means that there are no functional components between the motor and the reduction gear sets, or between adjacent torque converters and reduction gear sets.

[0174] Alternatively, the reduction gear inputs of each of the first and second reduction gear sets can be connected to the output shafts of the first and second torque converters, respectively. Any component described elsewhere in these descriptions as connected to the output shafts of the first and second torque converters, such as the first and second wheel shafts described above, can alternatively be connected to the reduction gear outputs of the first and second reduction gear sets, respectively.

[0175] In different aspects of the proposed technology, it is understood that the electric powertrain is a fully electric powertrain, meaning that no internal combustion engine provides torque to the powertrain. This has also been mentioned in some aspects of the technology proposed above. It is understood that the prime mover in an electric powertrain is invariably an electric motor. In each of the aforementioned powertrains, the electric motor can be the powertrain's sole electric motor or the prime mover. In other words, the powertrain includes a single prime mover, and the prime mover is an electric motor.

[0176] Electric motors are understood to include any type of electric motor, such as induction motors or permanent magnet motors. An electric motor can be a permanent magnet motor, which is advantageous when engaged with a specific torque converter and a first and second clutch.

[0177] The above describes different powertrains. An electric powertrain may also include: a power storage device, such as a battery; and an inverter, which is operatively connected to the battery and the motor and configured to control the operation of the motor. For example, the inverter converts direct current (DC) into alternating current (AC). The inverter can change the motor speed by adjusting the AC frequency. It can also increase or decrease the motor's power or torque by adjusting the AC voltage or current. The powertrain may include a controller that sets the powertrain's operating parameters. For example, the controller can convert the pressure on the accelerator pedal into a signal that sets the inverter to deliver AC power to the motor at a specific frequency, current, and voltage.

[0178] The electrical storage device can be the sole power source for the electric motor. Power sources, such as fuel cells or generators driven by internal combustion engines, are not considered part of the electric powertrain. The generator is not directly connected to the electric motor, and the internal combustion engine is not the prime mover providing torque to the powertrain. Furthermore, a battery charger that supplies electrical energy to the battery (e.g., by converting AC to DC with appropriate voltage and current) is not considered part of the powertrain.

[0179] If the powertrain includes the first clutch and the second clutch described above, the powertrain may further include a hydraulic control system operatively connected to the first clutch and the second clutch, and configured to control the operation of the first clutch and the second clutch via a fluid supply, for example, by individually maintaining or changing the state of the first clutch and the second clutch. The hydraulic control system may also be configured to cool and lubricate the first clutch and the second clutch via a fluid supply.

[0180] If the powertrain includes one or more torque converters as described above, the powertrain may further include: a hydraulic control system operably connected to the one or more torque converters and configured to control the operation of the one or more torque converters by means of a fluid supply, for example by maintaining or changing the state of a clutch in one or more torque converters. The hydraulic control system may also be configured to cool the one or more torque converters. The fluid supplied by the hydraulic control system may be a fluid that provides hydraulic coupling in the torque converters.

[0181] If the powertrain has two torque converters, the amount of torque transmitted in slippery conditions can be altered, varied, or adjusted. The hydraulic control system can be configured to dynamically adjust the amount of torque transmitted based on driving conditions, for example, to provide torque guidance.

[0182] If the powertrain includes the first clutch, second clutch, and torque converter described above, it may further include a hydraulic control system operably connected to the first clutch, second clutch, and torque converter, and configured to control the operation of the first clutch, second clutch, and torque converter via a fluid supply. The hydraulic control system may also be configured to cool the first clutch, second clutch, and torque converter. This means that the first clutch, second clutch, and torque converter use the same fluid. This reduces the number of components, contributing to a lighter powertrain that requires less space.

[0183] For both the first and second clutches, in a slippery state, the amount of torque transmitted between the clutch input and clutch output can be changed, varied, or adjusted. The hydraulic control system can be configured to dynamically adjust the amount of transmitted torque according to driving conditions, for example, to provide torque guidance.

[0184] In the fourteenth aspect of the proposed technology, a motorized road vehicle is provided, comprising: a powertrain according to any of the foregoing aspects of the proposed technology including a powertrain.

[0185] It should be understood that a motorized road vehicle may include pairs of wheels and pairs of axles. The pairs of wheels and axles may form part of any of the powertrains described above, or the pairs of wheels may be attached to the first wheel connector and the second wheel connector described above. The electric motor of the powertrain may be the sole prime mover of the motorized road vehicle. For example, this means that the vehicle does not have any internal combustion engine providing torque in the powertrain.

[0186] According to any of the foregoing aspects including the powertrain or bevel gear assembly, the motorized road vehicle may include an additional powertrain or bevel gear assembly. It should be understood that the motorized road vehicle may include pairs of additional wheels and pairs of additional axles. These may form part of an additional powertrain, or the pairs of additional wheels may be attached to a first and a second additional wheel connector of the additional powertrain. It should be understood that the additional wheels, additional axles, and additional wheel connectors may be arranged in the same manner as the wheels, axles, and wheel connectors in the different powertrains described above. The electric motors of the powertrain and the additional powertrain may be the sole prime mover of the motorized road vehicle. This means that the vehicle does not have any internal combustion engine.

[0187] The powertrain and auxiliary powertrain can be of the same type or different types. A hydraulic control system can be operatively connected to both the powertrain and auxiliary powertrain and configured to control the operation of these components. This means that the same fluid can be used to control components of both the powertrain and auxiliary powertrain.

[0188] The electric powertrain may also include an auxiliary inverter operatively connected to a power storage device or battery and an electric motor of the auxiliary powertrain. The auxiliary inverter may have any of the features and functions described above for inverters. This means that the same power storage device supplies power to both the powertrain and the auxiliary powertrain's electric motor. The inverter and the auxiliary inverter can be configured to operate independently of each other. In this way, the powertrain and the auxiliary powertrain's electric motor can operate independently, and the motorized road vehicle can selectively operate in front-wheel drive, rear-wheel drive, or four-wheel drive mode.

[0189] The electric motors in the auxiliary powertrain are understood to include both permanent magnet motors and induction motors. The motors in the powertrain can be permanent magnet motors, while the motors in the auxiliary powertrain can be induction motors. This allows for optimization based on the different characteristics of the two types of motors.

[0190] A pair of wheels can be the rear wheels of a vehicle, and a pair of additional wheels can be the front wheels of the vehicle. The front wheels can be the steering wheels.

[0191] In the fifteenth aspect of the proposed technology, a motorized road vehicle according to the fourteenth aspect is provided, having a powertrain according to the tenth aspect of the proposed technology. The powertrain includes paired axles, and the vehicle includes paired wheels. The powertrain further includes a drive shaft or transmission shaft connected to the output shaft of the torque converter on the side opposite the torque converter and the differential, or relative to the differential. The powertrain also includes a pair of additional axles, and the vehicle further includes a pair of additional wheels, each additional wheel connected to a single additional axle. The powertrain also includes an additional differential operatively connecting the drive shaft and the additional axles.

[0192] It should be understood that the output torque provided by the output shaft of the torque converter is received by the drive shaft. Thus, the output torque provided by the torque converter is distributed between the differential and the auxiliary differential, and more specifically, between the paired wheels and the paired auxiliary wheels, thereby providing four-wheel drive for the vehicle with a single electric motor as the sole prime mover. It can also be understood that the auxiliary differential is connected to the drive shaft and the auxiliary wheel axle.

[0193] It should also be understood that the paired additional wheels include a first additional wheel and a second additional wheel, or are composed of a first additional wheel and a second additional wheel. Similarly, the paired additional axles include a first additional axle and a second additional axle, or are composed of a first additional axle and a second additional axle. The first additional axle is then connected to the first additional wheel, for example, via a first additional wheel connector corresponding to the first wheel connector described above, and the second additional axle is then connected to the second additional wheel, for example, via a second additional wheel connector corresponding to the second wheel connector described above. Each of the additional axles is individually connected to the additional differential.

[0194] The drive shaft may include a first shaft portion connected to the output shaft of a torque converter and a second shaft portion connected to an additional differential, as well as a center clutch operatively connecting the first and second shaft portions. The center clutch may have a clutch input or clutch input section and a clutch output or clutch output section, wherein the clutch input section is connected to the first shaft portion and the clutch output section is connected to the second shaft portion. This means that the center clutch is connected to both the first and second shaft portions.

[0195] The center clutch may have any of the features of the first clutch and the second clutch described above. For example, it may have: (a) a non-engaged state, in which the clutch input and clutch output are not locked and are able to rotate at different speeds; (b) a slipping state, in which the clutch input and clutch output are partially locked together and are able to rotate at different speeds; and (c) an engaged state, in which the clutch input and clutch output are locked together and rotate at the same speed.

[0196] The aforementioned hydraulic control system can be operatively connected to the center clutch and configured to control the operation of the center clutch via fluid supply, for example, by maintaining or changing the state of the center clutch. The hydraulic control system can also be configured to cool or lubricate the center clutch. The fluid supplied by the hydraulic control system can be the fluid that provides hydraulic coupling in the torque converter.

[0197] The hydraulic control system and center clutch can be configured to dynamically adjust the amount of torque transmitted to the paired additional wheels. This allows the vehicle to select four-wheel drive. The amount of torque can be adjusted based on driving conditions, for example, to provide optimal torque transmission to the wheels for faster acceleration. Furthermore, the hydraulic control system and center clutch can be configured to compensate for two pairs of wheels rotating at different speeds, such as when the vehicle is turning or encountering bumps in the road. This can be achieved by engaging the center clutch in a slippery state.

[0198] A pair of wheels can be the rear wheels of a vehicle, and a pair of additional wheels can be the front wheels. The front wheels can be the steering wheels. The additional differential can be an open differential or a limited-slip differential. The electric motor in the powertrain can be the sole prime mover of a motorized road vehicle. This means that the vehicle has no internal combustion engine.

[0199] In the sixteenth aspect of the proposed technology, a motorized road vehicle according to the fourteenth aspect is provided, wherein the powertrain is according to the eighth aspect and includes a pair of axles. The vehicle includes the aforementioned pair of wheels. The powertrain also includes a drive shaft or transmission shaft connected to the output shaft of the torque converter on the side of the torque converter opposite to or relative to the bevel gear assembly. The powertrain also includes a pair of additional axles, and the vehicle further includes a pair of additional wheels, wherein each additional wheel is connected to a single additional axle. The powertrain also includes a differential operatively connecting the drive shaft and the additional axles.

[0200] It should be understood that the output torque provided by the torque converter's output shaft is received by the drive shaft. Thus, the output torque provided by the torque converter is distributed between the bevel gear assembly and the differential, and more specifically, between the paired wheels and the paired auxiliary wheels, thereby providing four-wheel drive for the vehicle with a single electric motor as the sole prime mover. It can also be understood that the differential is connected to the drive shaft and the auxiliary wheel axle.

[0201] It should also be understood that the paired additional wheels include a first additional wheel and a second additional wheel, or are composed of a first additional wheel and a second additional wheel. Similarly, the paired additional axles include a first additional axle and a second additional axle, or are composed of a first additional axle and a second additional axle. The first additional axle is then connected to the first additional wheel, for example, via a first additional wheel connector corresponding to the first wheel connector described above, and the second additional axle is then connected to the second additional wheel, for example, via a second additional wheel connector corresponding to the second wheel connector described above. Each of the additional axles is individually connected to the differential.

[0202] It should be noted that the drive shaft does not include a central clutch that operatively connects the first shaft portion and the second shaft portion, as described in the foregoing aspects of the proposed technology. This means that the two ends of the drive shaft, or the first shaft portion and the second shaft portion, are connected to each other.

[0203] The powertrain includes the first clutch, the second clutch, and the torque converter described above. As mentioned above, the powertrain may further include a hydraulic control system operably connected to the first clutch, the second clutch, and the torque converter, and configured to control the operation of these components.

[0204] For the first and second clutches, in the slipping state, the amount of torque transmitted between the clutch input and clutch output can be changed, varied, or adjusted. The hydraulic control system can be configured to dynamically adjust the amount of transmitted torque according to driving conditions, or dynamically change the state of the first and second clutches.

[0205] The differential is locked to the output shaft of the torque converter via the drive shaft, and the output shaft is in turn locked to the bevel gear assembly, or more precisely, to its gear input shaft. In this way, the first clutch, the second clutch, and the hydraulic control system can adjust the torque distribution between paired wheels and paired auxiliary wheels. The amount of torque allocated to the respective pairs of wheels can depend on driving conditions to provide optimal torque transmission through the wheels, for example, to achieve faster acceleration. Furthermore, the hydraulic control system, the first clutch, and the second clutch can be configured to compensate for two pairs of wheels rotating at different speeds, such as when the vehicle is turning or encountering bumps in the road. This can be achieved by disengaging the first clutch and the second clutch into a slippery or disengaged state.

[0206] A pair of wheels can be the rear wheels of a vehicle, and a pair of additional wheels can be the front wheels. The front wheels can be the steering wheels. The differential can be an open differential or a limited-slip differential. The electric motor in the powertrain can be the sole prime mover of a motorized road vehicle. This means the vehicle has no internal combustion engine.

[0207] In the seventeenth aspect of the proposed technology, a motorized road vehicle according to the fourteenth aspect is provided, having a powertrain according to the eighth aspect of the proposed technology, including a pair of axles. The vehicle includes a pair of wheels. The powertrain further includes a drive shaft or transmission shaft connected to the output shaft of the torque converter on the side of the torque converter opposite to or relative to the bevel gear assembly. The powertrain also includes a pair of additional axles, and the vehicle further includes a pair of additional wheels, each additional wheel being connected to a single additional axle. The powertrain also includes an additional bevel gear assembly according to the fifth aspect of the proposed technology, which operatively connects the drive shaft and the additional axles.

[0208] This aspect of the proposed technology is similar to the fifteenth aspect of the proposed technology, except that the differential has been replaced by an additional bevel gear assembly.

[0209] It should be understood that the output torque provided by the output shaft of the torque converter is received by the drive shaft. Thus, the output torque provided by the torque converter is distributed between the bevel gear assembly and the additional bevel gear assembly, and more specifically, between the paired wheels and the paired additional wheels, thereby providing four-wheel drive for the vehicle with a single electric motor as the sole prime mover. It should also be understood that the additional bevel gear assembly is connected to the drive shaft and the additional wheel axle.

[0210] It should also be understood that the paired additional wheels include a first additional wheel and a second additional wheel, or are composed of a first additional wheel and a second additional wheel. Similarly, the paired additional axles include a first additional axle and a second additional axle, or are composed of a first additional axle and a second additional axle. The first additional axle is then connected to the first additional wheel, for example, via a first additional wheel connector corresponding to the first wheel connector described above, and the second additional axle is then connected to the second additional wheel, for example, via a second additional wheel connector corresponding to the second wheel connector described above. Each of the additional axles is individually connected to the additional bevel gear assembly. For example, the first and second additional axles can be connected to the clutch outputs of the first and second clutches of the additional bevel gear assembly, respectively.

[0211] The powertrain includes the first clutch, the second clutch, and the torque converter described above. As mentioned above, the powertrain may further include a hydraulic control system operably connected to the first clutch, the second clutch, and the torque converter, and configured to control the operation of these components. The hydraulic control system may also be operably connected to the first clutch and the second clutch with additional bevel gears, and may be configured to control the operation of these components.

[0212] For the first and second clutches of the bevel gear assembly, the amount of torque transmitted between the clutch input and clutch output can be changed, varied, or adjusted in the slipping state. The hydraulic control system can be configured to dynamically adjust the amount of torque transmitted by the first and second clutches according to driving conditions, or dynamically change the state of the first and second clutches. It can be configured to use paired wheels for torque guidance. The first and second clutches of the additional bevel gear assembly can operate in a similar or identical manner, and the hydraulic control system can be configured to use paired additional wheels for torque guidance.

[0213] The input shaft of the additional bevel gear assembly or the additional bevel gear assembly can be locked to the output shaft of the torque converter via the drive shaft. The output shaft is then locked to the bevel gear assembly, or more precisely, to the gear input shaft. In this way, the first and second clutches of the two bevel gear assemblies can adjust the torque distribution between the paired wheels and the paired additional wheels. The amount of torque allocated to the respective pairs of wheels can depend on driving conditions to provide optimal torque transmission through the wheels, for example, to achieve faster acceleration. Furthermore, the hydraulic control system and the center clutch can be configured to compensate for two pairs of wheels rotating at different speeds, such as when the vehicle is turning or encountering bumps on the road. This can be achieved by disengaging the first and second clutches to a slipping or disengaged state.

[0214] A pair of wheels can be the rear wheels of a vehicle, and a pair of auxiliary wheels can be the front wheels. The front wheels can be the steering wheels. The electric motor of the powertrain can be the sole prime mover of a motorized road vehicle. This means that the vehicle has no internal combustion engine.

[0215] In the eighteenth aspect of the proposed technology, the motorized road vehicle according to the fourteenth aspect of the proposed technology is equipped with a powertrain according to the fourth aspect of the proposed technology, and includes a pair of axles. The vehicle also includes the aforementioned pair of wheels.

[0216] The motorized road vehicle may also include an additional powertrain according to a fourth aspect of the proposed technology, the additional powertrain comprising pairs of additional axles. The vehicle may also include pairs of additional wheels. This provides four-wheel drive without any drive axle or transmission shaft arranged between the pairs of wheels and the pairs of additional wheels, thus providing space for larger or more batteries.

[0217] It should be understood that paired additional axles and paired additional wheels can be arranged and connected in the same manner as paired axles and paired wheels.

[0218] As described above, the powertrain may further include a hydraulic control system operably connected to the first clutch, second clutch, and torque converter of the powertrain, and configured to control the operation of these components. The hydraulic control system may also be operably connected and configured to control corresponding components of an additional powertrain.

[0219] For the first and second clutches of both the powertrain and the auxiliary powertrain, the amount of torque transmitted between the clutch input and the clutch output can be changed, varied, or adjusted in the slipping state.

[0220] The hydraulic control system can be configured to dynamically adjust the amount of torque transmitted by the first and second clutches according to driving conditions, or dynamically change the state of the first and second clutches. It can be configured to use paired wheels and paired auxiliary wheels for torque guidance. The first and second clutches with the auxiliary bevel gear assembly can operate in a similar or identical manner, and the hydraulic control system can be configured to use paired auxiliary wheels for torque guidance.

[0221] The hydraulic control system can be configured to individually regulate the torque provided by paired wheels and paired auxiliary wheels. The amount of torque provided by the respective paired wheels can depend on driving conditions to provide optimal torque transmission through the wheels, for example, to achieve faster acceleration. Furthermore, the hydraulic control system, along with the first and second clutches of the corresponding powertrain and auxiliary powertrain, can be configured to compensate for two pairs of wheels rotating at different speeds, such as when the vehicle is turning or encountering bumps in the road. This can be achieved by disengaging the first and / or second clutches to a slippery or disengaged state.

[0222] A pair of wheels can be the rear wheels of a vehicle, and a pair of auxiliary wheels can be the front wheels. The front wheels can be the steering wheels. The electric motors of the powertrain and auxiliary powertrain can be the sole prime mover of a motorized road vehicle. This means that the vehicle has no internal combustion engine.

[0223] In the nineteenth aspect of the proposed technology, the motorized road vehicle according to the fourteenth aspect of the proposed technology is equipped with a powertrain according to the seventh aspect of the proposed technology, including a pair of axles. The vehicle also includes the aforementioned pair of wheels. The pair of wheels may be the rear wheels of the vehicle. Optionally, the pair of wheels may be the front wheels of the vehicle. The front wheels may be steering wheels.

[0224] The electric motor in the powertrain can be the sole prime mover of a motorized road vehicle. This means the vehicle has no internal combustion engine or any additional electric motor. Motorized road vehicles may include pairs of additional wheels that are independent of or not connected to the powertrain.

[0225] In the twentieth aspect of the proposed technology, the motorized road vehicle according to the fourteenth aspect of the proposed technology is provided with a powertrain according to the seventh aspect of the proposed technology, including a pair of axles. The vehicle also includes the aforementioned pair of wheels. The motorized road vehicle further includes: an additional powertrain according to the seventh aspect of the proposed technology, the additional powertrain including a pair of additional axles. The vehicle may also include a pair of additional wheels. It should be understood that the pair of additional axles and the pair of additional wheels can be arranged and connected in the same manner as the pair of axles and the pair of wheels.

[0226] This provides four-wheel drive without any drive shaft or transmission shaft arranged between the pairs of wheels and the pairs of additional wheels, thus providing space for larger or more batteries.

[0227] It should be understood that paired additional axles and paired additional wheels can be arranged and connected in the same manner as paired axles and paired wheels.

[0228] As described above, the powertrain may further include a hydraulic control system operably connected to the first clutch, second clutch, and torque converter of the powertrain, and configured to control the operation of these components. The hydraulic control system may also be operably connected and configured to control corresponding components of an additional powertrain.

[0229] For both the first and second clutches of the powertrain and the auxiliary powertrain, the amount of torque transmitted between the clutch input and clutch output can be changed, varied, or adjusted in a slipping state. The hydraulic control system can be configured to dynamically adjust the amount of torque transmitted by the first and second clutches according to driving conditions, or dynamically change the state of the first and second clutches. It can be configured to use paired wheels and paired auxiliary wheels for torque guidance.

[0230] The hydraulic control system can be configured to individually regulate the torque supplied by paired wheels and paired auxiliary wheels. The amount of torque supplied to the respective pairs of wheels can depend on driving conditions to provide optimal torque transmission through the wheels, for example, to achieve faster acceleration. Furthermore, the hydraulic control system, as well as the first and second clutches of the powertrain and auxiliary powertrain, can be configured to compensate for two pairs of wheels rotating at different speeds, such as when the vehicle is turning or encountering bumps in the road. This can be achieved by disengaging the first and second clutches to a slipping or non-engaged state.

[0231] A pair of wheels can be the rear wheels of a vehicle, and a pair of auxiliary wheels can be the front wheels. The front wheels can be the steering wheels. The electric motor in the powertrain and auxiliary powertrain can be the sole prime mover of the motorized road vehicle. This means that the vehicle has no internal combustion engine.

[0232] In the twenty-first aspect of the proposed technology, the powertrain of the motorized road vehicle according to the twenty-twentieth aspect of the proposed technology further includes a third electric motor having a motor shaft operatively connected to a bevel gear assembly or a gear input shaft of the bevel gear assembly of the powertrain.

[0233] It should be understood that the third electric motor is configured to provide output torque via its motor shaft, and the output torque is received as input torque by the bevel gear assembly or the gear input shaft of the bevel gear assembly. The electric motor of the powertrain can be located between the bevel gear assembly and the third electric motor. Furthermore, the motor shaft of the third electric motor can be connected to the motor shaft of the electric motor. In this way, the output torque of the third electric motor is provided to the bevel gear assembly via the motor shaft of the electric motor.

[0234] In this aspect of the proposed technology, the electric motors of the powertrain and the auxiliary powertrain can be permanent magnet motors. Furthermore, the third electric motor can be an induction motor. The induction motor can be configured to provide a greater output torque than the permanent magnet motor, at least for a short period of time, such as during rapid acceleration.

[0235] The electric powertrain may also include a third inverter operatively connected to a power storage device or battery and a third electric motor of the powertrain. The third inverter may have any of the features and functions described above. The inverter, the auxiliary inverter, and the third inverter may be configured to operate independently of each other. This allows for selective power supply from a permanent magnet motor and / or an induction motor.

[0236] In the twenty-second aspect of the proposed technology, the motorized road vehicle according to the fourteenth aspect of the proposed technology is equipped with a powertrain according to the ninth aspect of the proposed technology. The powertrain further includes: a first drive shaft or first transmission shaft connected to a first gear output of a differential; and a second drive shaft or first transmission shaft connected to a second gear output of a differential. The powertrain also includes: a pair of axles, and the vehicle further includes a pair of wheels, each wheel individually connected to a single axle; and a first differential operatively connecting the first drive shaft and the pair of axles. The powertrain also includes: a pair of auxiliary axles and a pair of auxiliary wheels, each auxiliary wheel individually connected to a single auxiliary axle. The powertrain further includes: a second differential operatively connecting the second drive shaft and the pair of auxiliary axles.

[0237] The differential described above, according to a ninth aspect of the proposed technology, has a gear input shaft, a first gear output shaft, and a second gear output shaft. It should be understood that output torque provided by the first and second gear output shafts is received via the first and second drive shafts, respectively. This means that the output torque provided by the torque converter is distributed between the first and second differentials, and more specifically, between paired wheels and paired auxiliary wheels, thereby providing four-wheel drive for the vehicle with a single electric motor as the sole prime mover.

[0238] It should also be understood that paired wheels, such as paired auxiliary wheels, include a first wheel and a second wheel, or are composed of a first wheel and a second wheel. Similarly, paired axles or auxiliary axles include a first axle and a second axle, or are composed of a first axle and a second axle. The first axle is then connected to the first wheel, and the second axle is then connected to the second wheel. Each of the axles is then individually connected to the differential. For example, each of the auxiliary axles is individually connected to the second differential.

[0239] Each of the differential, the first differential, and the second differential can be a limited-slip differential or an open differential. Paired wheels can be the rear wheels of the vehicle, and paired additional wheels can be the front wheels. The front wheels can be the steering wheels. The electric motor of the powertrain can be the sole prime mover of the motorized road vehicle. This means the vehicle has no internal combustion engine.

[0240] In the twenty-third aspect of the proposed technology, the motorized road vehicle according to the fourteenth aspect of the proposed technology is provided with the powertrain according to the thirteenth aspect of the proposed technology, including a pair of axles. The vehicle also includes a pair of wheels. The motorized road vehicle further includes: an additional powertrain according to the thirteenth aspect of the proposed technology, which includes a pair of additional axles, and the vehicle also includes a pair of additional wheels. It should be understood that the pair of additional axles and the pair of additional wheels can be arranged and connected in the same manner as the pair of axles and the pair of wheels.

[0241] The add-on powertrain enables four-wheel drive without any drive shaft or transmission shaft positioned between the paired wheels and the paired add-on wheels, thus providing space for larger or more batteries. The paired add-on axles and paired add-on wheels of the add-on powertrain can be arranged and connected in the same manner as the corresponding components of the powertrain.

[0242] As described above, the powertrain may further include a hydraulic control system operably connected to the first and second torque converters of the powertrain, and configured to control the operation of these components. The hydraulic control system may also be operably connected and configured to control corresponding components of an additional powertrain.

[0243] For the first and second torque converters of both the powertrain and the auxiliary powertrain, the amount of torque transmitted can be changed, varied, or adjusted under slipping conditions. The hydraulic control system can be configured to dynamically adjust the amount of torque transmitted by the first and second torque converters according to driving conditions, or to dynamically change the state of the first and second torque converters. It can be configured to use paired wheels and paired auxiliary wheels for torque guidance. In other words, the first and second torque converters of the powertrain and the auxiliary powertrain, as well as the hydraulic control system, can be configured to use paired wheels and paired auxiliary wheels for torque guidance.

[0244] The hydraulic control system can be configured to individually regulate the torque supplied by paired wheels and paired auxiliary wheels. The amount of torque supplied to the respective paired wheels can depend on driving conditions to provide optimal torque transmission through the wheels, for example, to achieve faster acceleration. Furthermore, the hydraulic control system, along with the first and second torque converters of the respective powertrain and auxiliary powertrain, can be configured to compensate for two pairs of wheels rotating at different speeds, such as when the vehicle is turning or encountering bumps in the road. This can be achieved by setting the first and second torque converters of the powertrain and / or auxiliary powertrain to a slip or disengaged state.

[0245] A pair of wheels can be the rear wheels of a vehicle, and a pair of additional wheels can be the front wheels. The front wheels can be the steering wheel. The electric motor and additional powertrain components can be the sole prime mover of a motorized road vehicle. This means the vehicle has no internal combustion engine.

[0246] In the twenty-fourth aspect of the proposed technology, the motorized road vehicle according to the fourteenth aspect of the proposed technology is provided with the powertrain according to the eleventh aspect of the proposed technology, including a pair of axles. The vehicle includes a pair of wheels. The motorized road vehicle also has: an additional powertrain according to the eleventh aspect of the proposed technology, which includes a pair of additional axles, and the vehicle also has a pair of additional wheels. It should be understood that the pair of additional axles and the pair of additional wheels can be arranged and connected in the same manner as the pair of axles and the pair of wheels.

[0247] The additional powertrain enables four-wheel drive without any drive shaft or transmission shaft arranged between the paired wheels and the paired auxiliary wheels, thus providing space for larger or more batteries. The paired auxiliary axles and paired auxiliary wheels of the additional powertrain can be arranged and connected in the same manner as the corresponding components of the powertrain.

[0248] As described above, the powertrain may further include a hydraulic control system operably connected to the first and second clutches of the powertrain, and configured to control the operation of these components. The hydraulic control system may also be operably connected and configured to control corresponding components of an additional powertrain.

[0249] For both the first and second clutches of the powertrain and the auxiliary powertrain, the amount of torque transmitted can be changed, varied, or adjusted in a slipping state. The hydraulic control system can be configured to dynamically adjust the amount of torque transmitted by the first and second clutches according to driving conditions, or dynamically change the state of the first and second clutches. It can be configured to use paired wheels and paired auxiliary wheels for torque guidance.

[0250] The hydraulic control system can be configured to individually regulate the torque supplied by paired wheels and paired auxiliary wheels. The amount of torque supplied to the respective paired wheels can depend on driving conditions to provide optimal torque transmission through the wheels, for example, to achieve faster acceleration. Furthermore, the hydraulic control system, along with the first and second clutches of the corresponding powertrain and auxiliary powertrain, can be configured to compensate for two pairs of wheels rotating at different speeds, such as when the vehicle is turning or encountering bumps in the road. This can be achieved by disengaging the first and second clutches to a slippery or disengaged state.

[0251] A pair of wheels can be the rear wheels of a vehicle, and a pair of additional wheels can be the front wheels. The front wheels can be the steering wheels. The electric motor of the powertrain and any additional powertrain components can be the sole prime mover of a motorized road vehicle. This means the vehicle has no internal combustion engine.

[0252] In the twenty-fifth aspect of the proposed technology, an electric powertrain for a motorized road vehicle is provided, wherein the vehicle has a first wheel and a second wheel forming a pair of wheels, and a first additional wheel and a second additional wheel forming a pair of auxiliary wheels. The powertrain includes an electric motor and a transmission system connected to or coupled to the electric motor and configured to distribute or transmit torque from the electric motor to the pair of wheels and the pair of auxiliary wheels. In other words, an electric powertrain is provided for a motorized road vehicle, wherein the powertrain includes an electric motor and a transmission system connected to or coupled to the electric motor. The transmission system includes a pair of wheel connectors or hubs, and a pair of auxiliary wheel connectors or hubs, and is configured to distribute or transmit torque from the electric motor to the pair of wheel connectors and the pair of auxiliary wheel connectors. It should be understood that each wheel connector is configured to connect to a wheel.

[0253] In the following discussion, any features or functions associated with paired wheels and paired additional wheels may also be applied to paired wheel connectors and paired additional wheel connectors, respectively. Any features or functions associated with the first wheel may also be applied to one of the wheel connectors, and any features or functions associated with the second wheel may also be applied to the other wheel connector. Similarly, any features or functions associated with the first additional wheel may also be applied to one of the additional wheel connectors, and any features or functions associated with the second additional wheel may also be applied to the other additional wheel connector.

[0254] Instead of an electric motor, the powertrain may include a drive assembly. The drive assembly includes an electric motor and a torque converter according to a third aspect of the proposed technology, wherein the transmission system is instead coupled to the output shaft of the torque converter. This means that the transmission system is configured to distribute or transmit torque from the output shaft to paired wheel connectors and paired auxiliary wheel connectors.

[0255] The transmission system includes: a final drive configured to convert torque at a first gear ratio or a first torque conversion. The transmission system may further include: a first axle connected to or coupled to the final drive and configured to be connected to or coupled to a first wheel; and a second axle connected to or coupled to the final drive and configured to be connected to or coupled to a second wheel. Optionally, the transmission system may further include: a first axle connected to or coupled to one of the final drive wheel connectors and the final drive; and a second axle connected to or coupled to the other of the final drive wheel connectors and the final drive. The transmission system further includes: an additional final drive configured to convert torque at a second gear ratio or a second torque conversion. The transmission system may further include: a first additional axle connected to or coupled to the additional final drive and configured to be connected to or coupled to a first additional wheel; and a second additional axle connected to or coupled to the additional final drive and configured to be connected to or coupled to a second additional wheel. Optionally, the drivetrain may further include: a first additional axle connected to or coupled to one of the final drive additional wheel connectors and the additional final drive; and a second additional axle connected to or coupled to the other of the final drive additional wheel connectors and the additional final drive.

[0256] The first gear ratio and the second gear ratio are different. The transmission system also includes: a drive shaft or transmission shaft connected to, coupled to, or connected to a final drive and an additional final drive. The output shaft of the torque converter of the drive assembly may form part of the drive shaft. The transmission system also includes: a clutch device configured to operate in: (a) a disengaged state and (b) an engaged state, in which no torque is distributed from the motor to the paired wheels in the disengaged state, and in which torque is distributed from the motor to the paired wheels in the engaged state; and an additional clutch device configured to operate in: (a) a disengaged state and (b) an engaged state, in which no torque is distributed from the motor to the paired additional wheels in the disengaged state, and in which torque is distributed from the motor to the paired additional wheels in the engaged state. If the powertrain has a drive assembly, the above torque distribution is instead from the output shaft of the torque converter of the drive assembly. If the powertrain does not have paired wheels but has paired wheel connectors, the above torque distribution is instead distributed to the paired wheel connectors.

[0257] In other words, the clutch device is configured to connect a pair of wheels to a torque supply from the electric motor or a torque supply from the output shaft of the torque converter of the drive assembly, and to disconnect the pair of wheels from the torque supply from the electric motor or the torque supply from the output shaft of the torque converter of the drive assembly; and the additional clutch device is configured to connect a pair of additional wheels to a torque supply from the electric motor or a torque supply from the output shaft of the torque converter of the drive assembly, and to disconnect the pair of additional wheels from the torque supply from the electric motor or the torque supply from the output shaft of the torque converter of the drive assembly.

[0258] It should be understood that the output shaft of the torque converter of the electric motor or drive assembly is configured to provide torque to the drivetrain. It should also be understood that the drivetrain is connected or coupled to the output shaft of the torque converter of the electric motor or drive assembly for receiving torque from it. The electric motor of the electric motor or drive assembly can be a single electric motor in the powertrain. This means that no other electric motor transmits torque to the paired wheels and paired additional wheels via the drivetrain.

[0259] The first clutch assembly and the second clutch assembly form part of the transmission system. Therefore, the torque distribution through the clutch assemblies constitutes the torque distribution through the transmission system.

[0260] A shaft or axle is understood as a rotating mechanical element through which torque or power can be transmitted between mechanical elements. It should be understood to include rotational couplings or connections, and is not limited to elongated mechanical elements. A shaft or axle can be integral or composed of several elements. A shaft or axle is understood to transmit or transfer torque at a fixed gear ratio. This means that a shaft or axle cannot include a shifting mechanism. Each shaft or axle, or part thereof, described herein can be rigid, meaning that its opposite ends are rotationally fixed or locked and cannot be disengaged from each other, for example, by a clutch.

[0261] The drive shaft is connected to a first final drive and a second final drive, and the first and second final drives have different gear ratios. This means that the paired wheels will rotate at different speeds relative to the additional wheels, which can cause wheel lock-up during driving. This will lead to a failure of the drivetrain, even if the difference in gear ratios is small. A clutch mechanism allows the paired wheels to receive torque from the output shaft of the torque converter of the electric motor or drive assembly, while the paired additional wheels are disconnected, and vice versa, thus preventing wheel lock-up.

[0262] Typically, electric motors operate at their optimal efficiency within a predetermined speed range. The final drive and the first gear ratio within the predetermined range determine the first speed range for the paired wheels. Similarly, the additional final drive and the second gear ratio within the predetermined range determine the second speed range for the paired auxiliary wheels, which differs from the first speed range. Improved performance is achieved without any dedicated shifting mechanism by selecting which pair of wheels connects to the output shaft of the electric motor or torque converter.

[0263] The final drive and additional final drive can be the only torque conversion components in a drivetrain. Here, the torque reduction of a slipping clutch is not considered torque conversion.

[0264] The final drive and additional final drive can be rotatably fixed or locked. The drive shaft can rotatably fix or lock the final drive and additional final drive. It should be understood that the rotatability of fixing or locking the final drive and additional final drive is a permanent feature. This means that there cannot be a disengagement clutch between the final drive and the additional final drive. The final drive and additional final drive can be synchronized. The drive shaft can force the final drive and additional final drive to synchronize. It should be understood that the synchronization of the final drive and additional final drive is a permanent feature. This means that both ends of the drive shaft rotate at the same speed. This means that there is no torque transfer between the final drive and the additional final drive (such as a reduction gear). The drive shaft can be rigid as a whole. It can consist of several parts, with adjacent parts rigidly attached to each other. For example, the output shaft of a torque converter can form part of the drive shaft. This means that the drive shaft cannot be interrupted by any mechanical components.

[0265] The final drive, first axle, and second axle can be rotatably fixed or locked. The final drive, first axle, and second axle can be synchronized. The first axle and second axle can be configured to rotatably fix or lock the final drive and first wheel, and the final drive and second wheel, respectively. Similarly, the first axle and second axle can be rotatably fixed or locked to a wheel connector. The first axle and second axle can respectively force the final drive and first wheel, and the final drive and second wheel, to synchronize. Additional final drives, first additional axles and second additional axles, first additional wheels, and second additional wheels can have corresponding rotatable fixation and synchronization. Additional final drives, first additional axles and second additional axles, and additional wheel connectors can be connected as described with respect to the final drive, first axle, second axle, and wheel connectors.

[0266] Two components rotating fixed or locked means there is no mechanism to separate the components from each other, such as a clutch. Two components synchronized means there is no torque transfer between them, such as mechanical gears or a shifting mechanism. As mentioned above, a clutch is understood as not providing torque transfer. It reduces torque in a slipping state. If there is a clutch between the components, it can be understood as them being synchronized with the clutch in an engaged state.

[0267] The final drive may include: an input shaft or central shaft; a first output shaft or first side shaft; and a second output shaft or second side shaft, and may be configured to convert torque received on the input shaft into torque provided by the first and second output shafts at a first gear ratio or a first torque conversion, and vice versa. The first shaft is then connected or coupled to the first output shaft, and the second shaft is then connected or coupled to the second output shaft.

[0268] The additional final drive may include: an additional input shaft or an additional central shaft; a first additional output shaft or a first additional side shaft; and a second additional output shaft or an additional second side shaft, and may be configured to convert torque received by the additional input shaft into torque provided by the first and second additional output shafts at a second gear ratio or a second torque conversion, and vice versa. The first additional axle is then connected or coupled to the first additional output shaft, and the second additional axle is then connected or coupled to the second additional output shaft. Additionally, a drive shaft or transmission shaft may be connected or coupled to the input shaft of the final drive and the additional input shaft of the additional final drive.

[0269] The input shaft of the final drive can be rotatably fixed or locked to the input shaft of the additional final drive, for example, via a drive shaft. The drive shaft can rotatably fix or lock the input shaft of the final drive to the input shaft of the additional final drive. The input shafts of the final drive and the additional final drive can be synchronized. The drive shaft can force the input shafts of the final drive and the additional final drive to synchronize.

[0270] The first and second output shafts of the final drive can be rotatably fixed or locked to the input shaft of the additional final drive. The first output shaft can be rotatably fixed to the second output shaft to form a single output shaft. The first and second output shafts can be synchronized. Alternatively, the final drive can be configured to allow the first and second output shafts to rotate relative to each other, for example, when forming part of a differential.

[0271] The first and second axles can be rotatably fixed or locked to the first and second output shafts, respectively. The first and second output shafts, and their corresponding first and second axles, can be synchronized. The first and second axles can be configured to rotatably fix or lock the first and second wheels to the first and second output shafts, respectively. The first and second auxiliary output shafts, auxiliary input shaft, first and second auxiliary axles, and first and second auxiliary wheels can have corresponding rotational fixation and synchronization. The auxiliary final drive can be configured to allow the first and second auxiliary output shafts to rotate relative to each other.

[0272] An electric motor may include a stator and a rotor, and the rotor may be configured to provide torque to a drive system.

[0273] The clutch device can be configured to operate in a slipping or partially engaged state, wherein the paired wheels slip relative to the rotor or are partially locked to the rotor or drive shaft. Similarly, an auxiliary clutch device can be configured to operate in a slipping or partially engaged state, wherein the paired auxiliary wheels slip relative to the rotor or are partially locked to the rotor or drive shaft.

[0274] This allows for a limited selection of four-wheel drive. When the clutch assembly and the auxiliary clutch assembly are in (a) the disengaged state, it should be understood that there is no mechanical torque transmission between the output shaft of the torque converter of the electric motor or drive assembly and the paired wheels, as well as with the paired auxiliary wheels. Torque transmission caused solely by fluid hydraulic coupling or viscous resistance is not considered mechanical torque transmission.

[0275] When the clutch or auxiliary clutch is in (b) engaged, it should be understood that mechanical torque transmission exists without any slippage between the output shaft of the torque converter of the motor or drive assembly and the paired wheels or the paired auxiliary wheels. This means that the rotation of the paired wheels or the paired auxiliary wheels is locked to the rotation of the output shaft of the motor, the rotor of the motor, or the torque converter of the drive assembly.

[0276] The corresponding clutch device and the auxiliary clutch device can be configured to instantly change from (a) the non-engaged state to (b) the engaged state, and vice versa. The corresponding clutch device and the auxiliary clutch device can be configured to change from (a) the non-engaged state to (b) the engaged state via (c) the slipping state.

[0277] When the clutch assembly and the auxiliary clutch assembly are in the (c) slipping state, it should be understood that, compared to the (b) engaged state, there is a limited or reduced mechanical torque transmission between the output shaft of the torque converter of the motor or drive assembly and the paired wheels, as well as with the paired auxiliary wheels. The paired wheels and the paired auxiliary wheels slide relative to the rotor, or are partially locked to the rotor, which means that there is a sliding mechanical coupling between the cover and the output shaft.

[0278] In (a) the non-engaged state, there may be no static or dynamic friction in torque distribution. In (b) the engaged state, there may be static friction but no dynamic friction in torque distribution. In (c) the sliding state, there may be dynamic friction but no static friction in torque distribution.

[0279] The clutch mechanism can also be configured to operate in either (b) engaged or (c) slippery state, while an additional clutch mechanism operates in (c) slippery state. Similarly, the additional clutch mechanism can be configured to operate in either (b) engaged or (c) slippery state, while the clutch mechanism operates in (c) slippery state. This enables four-wheel drive for the vehicle. The clutch mechanism and the additional clutch mechanism can be configured to operate continuously or intermittently in (c) slippery state. This means they can operate in (c) slippery state for a period of time longer than the transition from (a) disengaged state to (b) engaged state.

[0280] The clutch device may include a center clutch, which is connected or coupled to a drive shaft, or located in a transmission system between a final drive and an additional final drive, wherein the center clutch provides operation of the clutch device.

[0281] It should be understood that a center clutch is operatively connected or coupled to a drive shaft. It can form part of the drive shaft. A center clutch can be the only clutch in a clutch assembly.

[0282] The center clutch may have a clutch input or clutch input portion and a clutch output or clutch output portion. The drive shaft may include a first shaft portion and a second shaft portion. The center clutch is operatively connected to the first shaft portion and the second shaft portion. The first shaft portion and the second shaft portion may be parallel or coaxial. The output shaft of the torque converter of the drive assembly may form part of the first shaft portion of the drive shaft.

[0283] The first shaft section can be connected to or coupled to the center clutch or the clutch input of the center clutch. The second shaft section can be connected to or coupled to the center clutch or the clutch output of the center clutch, and can also be connected to or coupled to the final drive or the input shaft of the final drive.

[0284] The final drive can be rotatably fixed or locked to the center clutch. The drive shaft can rotatably fix or lock the final drive to the center clutch. The final drive and the center clutch can be synchronized. The drive shaft or a second shaft section can force the final drive and the center clutch to synchronize.

[0285] The first shaft portion can be rotatably fixed or locked to the center clutch or the clutch input of the center clutch. The first shaft portion and the center clutch, or the clutch input of the center clutch, can be synchronized. The output of the center clutch or the center clutch, the second shaft portion, and the input shaft of the final drive or the final drive can be rotatably fixed or locked. Additionally or optionally, they can be synchronized.

[0286] The first shaft portion can be connected to or coupled to an additional final drive or the input shaft of the additional final drive. The first shaft portion and the input shaft of the additional final drive can be rotatably fixed or locked. Additionally or optionally, they can be synchronized.

[0287] With the central clutch engaged, the first output shaft and first wheel of the final drive or final drive can be rotatably fixed or locked. Additionally or optionally, they can be synchronized. The first output shaft, first axle, and first wheel can be rotatably fixed or locked. Additionally or optionally, they can be synchronized.

[0288] Similarly, the second output shaft of the final drive or the second wheel of the final drive can be rotatably fixed or locked. Additionally or optionally, they can be synchronized. The second output shaft, the second wheel axle, and the second wheel can be rotatably fixed or locked. Additionally or optionally, they can be synchronized.

[0289] The above specifies that wheel-related features and functions can also exist in the wheel connector. Therefore, if the drivetrain has a pair of wheel connectors, one of the first output shaft, the first axle, and the wheel connector can be rotatably fixed or locked, and the second output shaft, the second axle, and the other wheel connector can be rotatably fixed or locked.

[0290] The final drive may include a differential. This allows the first and second additional wheels to rotate at different speeds, for example, when the vehicle is turning.

[0291] The clutch device may include: a first clutch connected or coupled to a first axle, or located in a transmission system between the final drive and the first wheel; and a second clutch connected or coupled to a second axle, or located in a transmission system between the final drive and the second wheel, wherein the first clutch and the second clutch provide operation of the clutch device.

[0292] It should be understood that the first clutch and the second clutch are operatively connected or coupled to the first axle and the second axle, respectively. They can form part of the first axle and the second axle. The first clutch and the second clutch can be the only clutches in a clutch assembly.

[0293] The first clutch may have a clutch input or clutch input portion and a clutch output or clutch output portion. The first axle may include a first axle portion and a second axle portion. The first clutch is operatively connected to the first axle portion and the second axle portion. The first axle portion and the second axle portion of the first axle may be parallel or coaxial. The clutch input may be connected to the first axle portion of the first axle, and the clutch output may be connected to the second axle portion of the first axle.

[0294] The first wheel axle section can be connected to or coupled to the final drive, or the first output shaft of the final drive, and the first clutch, or the clutch input of the first clutch. The second wheel axle section can be connected to or coupled to the first clutch or the clutch output of the first clutch. It can also be configured to be connected to or coupled to the first wheel.

[0295] The final drive or the first output shaft of the final drive can be rotatably fixed or locked to the first clutch or the clutch input of the first clutch. The first output shaft of the final drive and the first clutch or the clutch input of the first clutch can be synchronized. The first output shaft of the final drive, the first axle portion of the first wheel shaft, and the clutch input of the first clutch can be rotatably fixed or locked to each other. Additionally or optionally, they can be synchronized.

[0296] The first clutch or its clutch output can be configured to be rotatably fixed or locked to the first wheel. The first clutch or its clutch output can be configured to be synchronized with the first wheel. The first clutch or its clutch output and the second wheel axle portion can be rotatably fixed or locked to each other. Additionally or optionally, they can be synchronized. The second wheel axle portion can be configured to be rotatably fixed or locked to the first wheel, and / or synchronized with the first wheel.

[0297] The second clutch may have a clutch input or clutch input portion and a clutch output or clutch output portion. The second axle may include a first axle portion and a second axle portion. The final drive, the second output shaft of the final drive, the second clutch, the clutch input of the second clutch, the clutch output of the second clutch, the first axle portion of the second axle, the second axle portion of the second axle, and the second wheel may be arranged in the same manner as described above regarding the final drive, the first output shaft of the final drive, the first clutch, the clutch input of the first clutch, the clutch output of the first clutch, the first axle portion of the first axle, the second axle portion of the first axle, and the first wheel.

[0298] The additional clutch device may include: an additional center clutch connected or coupled to a drive shaft, or located in a transmission system between the final drive and an additional final drive, wherein the additional center clutch provides operation of the additional clutch device.

[0299] It should be understood that the additional center clutch is operatively connected or coupled to the drive shaft. It can form part of the drive shaft. The additional center clutch can be the only clutch in an additional clutch assembly.

[0300] The additional center clutch may have a clutch input or clutch input portion and a clutch output or clutch output portion. The drive shaft may include a first additional shaft portion and a second additional shaft portion. The additional center clutch is operatively connected to the first additional shaft portion and the second additional shaft portion. The first additional shaft portion and the second additional shaft portion may be parallel or coaxial. The output shaft of the torque converter of the drive assembly may form part of the first additional shaft portion of the drive shaft.

[0301] The first additional shaft section can be connected to or coupled to the additional center clutch or the clutch input of the additional center clutch. The second additional shaft section can be connected to or coupled to the additional center clutch or the clutch output of the additional center clutch, and can also be connected to or coupled to the additional final drive or the additional input shaft of the additional final drive.

[0302] The additional final drive can be rotatably fixed or locked to the additional center clutch. The drive shaft can rotatably fix or lock the additional final drive to the additional center clutch. The additional final drive and the additional center clutch can be synchronized. The drive shaft or a second additional shaft section can force the additional final drive and the additional center clutch to synchronize.

[0303] The first additional shaft portion can be rotatably fixed or locked to the additional center clutch or the clutch input of the additional center clutch. The first additional shaft portion and the additional center clutch, or the clutch input of the additional center clutch, can be synchronized. The output of the additional center clutch, the second additional shaft portion, and the additional input shaft of the additional final drive or the additional final drive can be rotatably fixed or locked. Alternatively or optionally, they can be synchronized.

[0304] The first shaft portion and the first auxiliary shaft portion can be parallel or coaxial. The first shaft portion and the first auxiliary shaft portion can be rotated and fixed or locked to each other. Additionally or optionally, they can be synchronized. The first shaft portion and the auxiliary shaft portion can be identical.

[0305] Without a central clutch, the first auxiliary shaft section can be connected or coupled to the final drive, or the input shaft of the final drive. The first auxiliary shaft section and the input shaft of the final drive can be rotatably fixed or locked. Additionally or optionally, they can be synchronized.

[0306] With the addition of an additional center clutch, the additional final drive, or the first additional output shaft of the additional final drive, and the first additional wheel can be rotatably fixed or locked. Alternatively, they can be synchronized. The first additional output shaft, the first additional axle, and the first additional wheel can be rotatably fixed or locked. Alternatively, they can be synchronized.

[0307] Similarly, the additional final drive or the second additional output shaft of the additional final drive and the second additional wheel can be rotatably fixed or locked. Alternatively, they can be synchronized. The second additional output shaft, the second additional axle, and the second additional wheel can be rotatably fixed or locked. Alternatively, they can be synchronized.

[0308] The above specifies that the features and functions associated with the additional wheels can also exist in the additional wheel connector. Therefore, if the drivetrain has a pair of additional wheel connectors, one of the first additional output shaft, the first additional wheel axle, and the additional wheel connector can be rotatably fixed or locked, and the second additional output shaft, the second additional wheel axle, and the other additional wheel connector can be rotatably fixed or locked.

[0309] Additional final drive may include a differential. This allows the first and second additional wheels to rotate at different speeds, for example, when the vehicle is turning.

[0310] The clutch device may include: a first auxiliary clutch connected or coupled to a first auxiliary axle, or located in a transmission system between an auxiliary final drive and a first auxiliary wheel; and a second auxiliary clutch connected or coupled to a second auxiliary axle, or located in a transmission system between an auxiliary final drive and a second auxiliary wheel, wherein the first auxiliary clutch and the second auxiliary clutch provide operation of the auxiliary clutch device.

[0311] It should be understood that the first and second auxiliary clutches are operatively connected or coupled to the first and second axles, respectively. They can form part of the first and second axles. The first and second auxiliary clutches can be the only clutches in an auxiliary clutch assembly.

[0312] The first auxiliary clutch may have a clutch input or clutch input portion and a clutch output or clutch output portion. The first auxiliary axle may include a first axle portion and a second axle portion. The first auxiliary clutch is operatively connected to the first axle portion and the second axle portion. The first axle portion and the second axle portion of the first auxiliary clutch may be parallel or coaxial. The clutch input may be connected to the first axle portion of the first auxiliary clutch, and the clutch output may be connected to the second axle portion of the first auxiliary clutch.

[0313] The first axle portion may be connected to or coupled to an additional final drive, or a first additional output shaft of the additional final drive, and a first additional clutch, or a clutch input of the first additional clutch. The second axle portion may be connected to or coupled to the first additional clutch or the clutch output of the first additional clutch, and may be configured to be connected to or coupled to a first additional wheel.

[0314] The additional final drive, or the first additional output shaft of the additional final drive, can be rotatably fixed or locked to the first additional clutch or the clutch input of the first additional clutch. The additional final drive, or the first additional output shaft of the additional final drive, and the first additional clutch or the clutch input of the first additional clutch can be synchronized. The first additional output shaft of the additional final drive, the first shaft portion of the first additional wheel axle, and the clutch input of the first additional clutch can be rotatably fixed or locked to each other. Alternatively or optionally, they can be synchronized.

[0315] The first auxiliary clutch or its clutch output can be configured to be rotationally fixed or locked to the first auxiliary wheel. The first auxiliary clutch or its clutch output can be configured to be synchronized with the first auxiliary wheel. The first auxiliary clutch or its clutch output and the second axle portion can be rotationally fixed or locked to each other. Alternatively or optionally, they can be synchronized. The second axle portion can be configured to be rotationally fixed or locked to the first wheel and / or synchronized with the first auxiliary wheel.

[0316] The second auxiliary clutch may have a clutch input or clutch input portion and a clutch output or clutch output portion. The second auxiliary axle may include a first axle portion and a second axle portion. The auxiliary final drive, the second auxiliary output shaft of the auxiliary final drive, the second auxiliary clutch, the clutch input of the second auxiliary clutch, the clutch output of the second auxiliary clutch, the first axle portion of the second auxiliary axle, the second axle portion of the second auxiliary axle, and the second auxiliary wheel may be arranged in the same manner as described above regarding the auxiliary final drive, the first auxiliary output shaft of the auxiliary final drive, the first auxiliary clutch, the clutch input of the first auxiliary clutch, the clutch output of the first auxiliary clutch, the first axle portion of the first auxiliary axle, the second axle portion of the first auxiliary axle, and the first auxiliary wheel.

[0317] The operation of the clutch device is understood to include (a) a disengaged state and (b) an engaged state of the clutch device. It may also include (c) a slippery state of the clutch device.

[0318] Each of the center clutch, the first clutch, and the second clutch may have: (a) a disengaged state, wherein the clutch input and clutch output are unlocked and capable of rotating at different speeds; (b) an engaged state, wherein the clutch input and clutch output are locked together, or fully engaged by static friction, and rotate at the same speed. They may also have (c) a slipping state, wherein the clutch input and clutch output are partially locked together, or partially engaged by dynamic friction, and capable of rotating at different speeds. The order in which these states are shown differs from the order described previously. This change in order should not be interpreted as a change in function.

[0319] Regarding the clutches described above, it should be understood that when the clutch input and clutch output are not locked, no torque is mechanically transmitted between them. In this case, torque transmission caused solely by the hydraulic coupling or viscous resistance of the coolant or lubricant is not considered mechanical torque transmission. Partial locking of the clutch input and clutch output implies a slipping mechanical coupling between them. Slipping is understood to include partial engagement. Locking of the clutch input and clutch output implies a non-slipping mechanical coupling between them.

[0320] It should be understood that the center clutch, the first clutch, and the second clutch can change from the (a) disengaged state to the (b) engaged state via a (c) slippery state. The clutches can also be configured to change instantaneously from the (a) disengaged state to the (b) engaged state, for example, by rapidly engaging the clutch when the clutch input and clutch output are rotating at the same speed, or by changing from the (b) engaged state to the (a) disengaged state when the clutch input does not provide torque. They can be configured to operate for extended periods in either the (c) slippery or disengaged state. The clutches can be configured to operate continuously in the (c) slippery state. This means that it can operate in the (c) slippery state for a period longer than the transition from the (a) disengaged state to the (b) engaged state. It should be understood that in the slippery state, the amount of torque transmitted between the clutch input and clutch output can be dynamically changed, varied, or adjusted. This change can be continuous or gradual.

[0321] Each of the center clutch, the first clutch, and the second clutch can be a lock-up clutch, meaning that it is in a (a) disengaged state when not activated, and transitions from the (a) disengaged state to the (b) engaged state when activated. For example, a clutch can be spring-biased to be in its (a) disengaged state.

[0322] The auxiliary center clutch, the first auxiliary clutch, and the second auxiliary clutch may each have the same characteristics as the center clutch, the first clutch, and the second clutch, or be arranged in the same manner.

[0323] Each of the first and second clutches, the first and second auxiliary clutches, the center clutch, and the auxiliary center clutch can be hydraulically operated. The transmission system may further include a hydraulic control system operably connected to each of the clutches and configured to control the operation of the clutches by supplying fluid or hydraulic fluid, for example, by individually maintaining or changing the state of the clutches. The hydraulic control system may also be configured to cool and lubricate the clutches by supplying fluid. The hydraulic control system may be the aforementioned hydraulic control system.

[0324] The hydraulic control system and the first clutch assembly can be configured to provide torque guidance to the first and second wheels. Similarly, the hydraulic control system of the auxiliary clutch assembly can be configured to provide torque guidance using the first and second auxiliary wheels. The hydraulic control system, clutch assembly, and auxiliary clutch assembly can be configured to provide four-wheel drive using paired wheels and paired auxiliary wheels.

[0325] For the first and second clutches, in a slippery state, the amount of torque transmitted between the clutch input and clutch output can be changed, varied, or adjusted by the hydraulic control system. Similarly, for the first and second auxiliary clutches, in a slippery state, the amount of torque transmitted between the clutch input and clutch output can be changed, varied, or adjusted by the hydraulic control system. The hydraulic control system can be configured to dynamically adjust the amount of transmitted torque according to driving conditions to, for example, provide torque guidance or four-wheel drive.

[0326] The electric motor can be connected or coupled to the drive shaft, or positioned in the transmission system between the final drive and the additional final drive, or in the transmission system between the clutch device and the additional clutch device.

[0327] This means the electric motor is configured to provide torque to the drive shaft. If the clutch assembly has a center clutch, the center clutch can be engaged or coupled to the drive shaft, or positioned in the transmission system between the electric motor and the final drive. If the auxiliary clutch assembly has an auxiliary center clutch, the auxiliary center clutch can be engaged or coupled to the drive shaft, or positioned in the transmission system between the electric motor and the auxiliary final drive. If both the clutch assembly and the auxiliary clutch assembly have an auxiliary center clutch, the electric motor can be engaged or coupled to the drive shaft, or positioned in the transmission system between the center clutch and the auxiliary center clutch.

[0328] If the drive shaft includes a first shaft portion, the electric motor or its rotor can be connected to or coupled to the first shaft portion, or the electric motor can be configured to provide torque to the first shaft portion. The electric motor or its rotor can be rotatably fixed or locked to the first shaft portion. The electric motor or its rotor and the first shaft portion can be synchronized.

[0329] The electric motor or its rotor can be rotatably fixed or locked to the center clutch or the clutch input of the center clutch. Additionally or optionally, they can be synchronized.

[0330] If the drive shaft includes a first additional shaft portion, the electric motor or its rotor can be connected to or coupled to the first additional shaft portion, or the electric motor can be configured to provide torque to the first additional shaft portion. The electric motor or its rotor can be rotatably fixed or locked to the first additional shaft portion. The electric motor or its rotor and the first additional shaft portion can be synchronized.

[0331] The electric motor or its rotor can be rotatably fixed or locked to an additional center clutch or the clutch input of the additional center clutch. Alternatively or optionally, they can be synchronized.

[0332] The first shaft portion and the first additional shaft portion can be the same, or connected to each other, for example, via the rotor of an electric motor.

[0333] The different arrangements of the electric motor and its rotor have been described above regarding the drive shaft and the center clutch. If the powertrain has a drive assembly with an electric motor and a torque converter, the output shafts of the drive assembly and its torque converter can be arranged in the same manner as the electric motor and its rotor. For example, the drive assembly can be located in the transmission system between the final drive and the auxiliary final drive, or in the transmission system between the clutch assembly and the auxiliary clutch assembly, and the output shaft can be rotatably fixed or locked to the clutch input of the center clutch.

[0334] The electric motor can be connected to or coupled to the first axle, or positioned in the transmission system between the final drive and the first wheel. This means the electric motor is configured to provide torque to the first axle. If the clutch assembly has a first clutch, the electric motor can be connected to or coupled to the first drive axle, or positioned in the transmission system between the final drive and the first clutch.

[0335] If the first axle includes a first axle portion, the motor or its rotor can be connected to or coupled to the first axle portion, or the motor can be configured to provide torque to the first axle portion. The motor or its rotor can be rotatably fixed or locked to the first axle portion. The motor or its rotor and the first axle portion can be synchronized.

[0336] The electric motor or its rotor can be rotatably fixed or locked to a first clutch or its clutch input. Additionally or optionally, they can be synchronized. Similarly, the electric motor or its rotor can be rotatably fixed or locked to a final drive or its first output shaft. Additionally or optionally, they can be synchronized.

[0337] The different arrangements of the electric motor and its rotor have been described above with respect to the first wheel axle and the first clutch. If the powertrain has a drive assembly with an electric motor and a torque converter, the output shafts of the drive assembly and its torque converter can be arranged in the same manner as the electric motor and its rotor. For example, the drive assembly can be located in the transmission system between the final drive and the first wheel, and the output shaft can be rotatably fixed or locked to the clutch input of the first clutch.

[0338] The electric powertrain may include an auxiliary electric motor configured to provide additional torque to the drivetrain. The auxiliary electric motor may include a stator and a rotor. The rotor is understood to provide additional torque to the drivetrain. The auxiliary electric motor may be connected or coupled to a second axle, or located in the drivetrain between the final drive and the second wheel. This means the motor is configured to provide torque to the second axle. If the clutch assembly has a second clutch, the auxiliary electric motor may be connected or coupled to the second axle, or located in the drivetrain between the final drive and the second clutch.

[0339] If the second axle includes a portion of the first axle, an auxiliary motor or its rotor may be connected to or coupled to the first axle portion, or the auxiliary motor may be configured to provide torque to the first axle portion. The auxiliary motor or its rotor may be rotatably fixed or locked to the first axle portion. The auxiliary motor or its rotor and the first axle portion of the second axle may be synchronized.

[0340] An auxiliary motor or its rotor may be rotatably fixed or locked to a second clutch or the clutch input of a second clutch. Alternatively or optionally, they may be synchronized. Similarly, an auxiliary motor or its rotor may be rotatably fixed or locked to a final drive or the second output shaft of a final drive. Alternatively or optionally, they may be synchronized.

[0341] An electric motor is connected or coupled to a shaft or axle between two components, or positioned in a transmission system between two components. This means that the electric motor provides torque to the shaft or axle and, by extension, to the transmission system between these components.

[0342] The final drive may include a bevel gear providing a first gear ratio. Similarly, an additional final drive may include a bevel gear providing a second gear ratio.

[0343] Each of the final drive and the additional final drive may include a bevel gear assembly. The bevel gear assembly includes: an input shaft or gear input shaft, a first output shaft or first gear output shaft, and a second output shaft or second gear output shaft. The input shaft, first output shaft, and second output shaft may be the same as described above regarding the final drive and the additional final drive.

[0344] The first and second output shafts may be coaxial and transverse to or perpendicular to the input shaft. The first output shaft may have a first end or a first output end, and the second output shaft may have a second end or a second output end. The bevel gear assembly also includes the aforementioned bevel gear, which operatively connects the input shaft to the first and second output shafts. The first and second ends of the output shafts are located on opposite sides of the bevel gear, or on opposite first and second sides.

[0345] The first output shaft can be rotatably fixed to the second output shaft to form a single output shaft. The single output shaft can be integral. Optionally, each of the final drive and the additional final drive may include a differential, which includes a bevel gear assembly. The differential allows the first and second output shafts to rotate relative to each other. The differential can be a limited-slip differential or an open differential.

[0346] It should be understood that the bevel gear at its first and second ends converts or transmits the input torque received by the input shaft into an output torque provided by the output shaft or the first and second output shafts. The bevel gear in the final drive and the bevel gear assembly or differential of the additional final drive can be the only gear in the transmission system.

[0347] The input shaft of the final drive can be connected to or coupled to the drive shaft or a second shaft portion of the drive shaft. Similarly, the input shaft of the additional final drive can be connected to or coupled to the drive shaft or a second additional shaft portion of the drive shaft.

[0348] The clutch output of the center clutch can be connected to or coupled to the input shaft of the final drive. Here, the input shaft and the second shaft portion can be identical. Similarly, the clutch output of the auxiliary center clutch can be connected to or coupled to the input shaft of the auxiliary final drive. Here, the gear input shaft and the second auxiliary shaft portion can be identical.

[0349] The first axle can be connected to or coupled to the first end of the output shaft or the first output shaft of the final drive. The second axle can be connected to or coupled to the second end of the output shaft or the second output shaft of the final drive. Similarly, the first auxiliary axle can be connected to or coupled to the first end of the output shaft or the first output shaft of the auxiliary final drive. The second auxiliary axle can be connected to or coupled to the second end of the output shaft or the second output shaft of the auxiliary final drive.

[0350] The transmission system of the twenty-fifth aspect of the proposed technology may include a bevel gear assembly according to the fifth aspect of the proposed technology. A final drive and clutch assembly may be formed as part of the bevel gear assembly. This means that the first clutch and the second clutch of the clutch assembly are the first clutch and the second clutch of the bevel gear assembly. Similarly, the transmission system may include an additional bevel gear assembly according to the fifth aspect of the proposed technology. An additional final drive and an additional clutch assembly may be formed as part of the bevel gear assembly.

[0351] The transmission system of the twenty-fifth aspect of the proposed technology may include an electric motor and a bevel gear assembly according to the twelfth aspect of the proposed technology. The electric motor is a power system motor, and the final drive and clutch assembly may form part of the bevel gear assembly. This means that the first clutch and the second clutch of the clutch assembly are the first clutch and the second clutch of the bevel gear assembly. Optionally, the transmission system may include an electric motor and a bevel gear assembly according to the twelfth aspect of the proposed technology. The electric motor is a power system motor, and an additional final drive and an additional clutch assembly may form part of an additional bevel gear assembly. This means that the first additional clutch and the second additional clutch of the additional clutch assembly are the first clutch and the second clutch of the bevel gear assembly.

[0352] The transmission system may also include a first wheel, a second wheel, a first auxiliary wheel, and a second auxiliary wheel. All wheels have the same wheel diameter. The paired wheels may be the rear wheels of the vehicle, and the paired auxiliary wheels may be the front wheels of the vehicle.

[0353] In the twenty-sixth aspect of the proposed technology, a motorized road vehicle is provided, comprising: a powertrain according to the twenty-fifth aspect of the proposed technology.

[0354] It should be understood that a motorized road vehicle may include pairs of wheels and pairs of auxiliary wheels. It should also be understood that the first wheel, the second wheel, the first auxiliary wheel, and the second auxiliary wheel are respectively connected to the first axle, the second axle, the first auxiliary axle, and the second auxiliary axle. The electric motor of the powertrain, and any auxiliary electric motors (if present), may be the sole prime mover of the motorized road vehicle. For example, this means that the vehicle does not have any internal combustion engine providing torque in the powertrain.

[0355] In different aspects of the proposed technology, when a first element is specified to be connected to a second element, such as a drive shaft connected to the output shaft of a torque converter, or a reduction gear input connected to a motor shaft, the first and second elements can be rotatably fixed to each other. This means there is no mechanism to separate the two elements. Furthermore, the first and second elements can be synchronized with each other, meaning there is no torque transfer between the two elements, for example, via mechanical gears or shifting mechanisms. This feature helps simplify powertrain layout and reduce weight. In these descriptions, the term "connection" is understood to be more general than the term "linkage." The term "linkage" is understood to include only passive functional components between the two elements, such as a spline connection, while the term "linkage" is understood to also include active functional components between the two elements, such as gear sets, shifting mechanisms, or clutches. Attached Figure Description

[0356] Different embodiments of the proposed technology are presented with reference to the accompanying drawings.

[0357] Figure 1 This is a cross-sectional view of an embodiment of a reverse single-output torque converter with an output shaft only at the rear end.

[0358] Figure 2 This is a cross-sectional view of an embodiment of a dual-output torque converter with output shafts at the rear and front ends.

[0359] Figure 3 This is a cross-sectional view of an alternative embodiment of a dual-output torque converter with a damper.

[0360] Figure 4 This is a cross-sectional view of an embodiment of an electric powertrain with dual output torque converters.

[0361] Figure 5 This is a cross-sectional view of an embodiment of a linear electric powertrain with dual output torque converters, having a first clutch located at the rear end and a second clutch located at the front end.

[0362] Figure 6 This is a cross-sectional view of an embodiment of the bevel gear assembly.

[0363] Figure 7 This is a cross-sectional view of an embodiment of an electric powertrain with a bevel gear assembly.

[0364] Figure 8 This is a cross-sectional view of an embodiment of an electric powertrain having a bevel gear assembly and a single-output torque converter.

[0365] Figure 9 This is a cross-sectional view of an embodiment of an electric powertrain with a bevel gear assembly and a dual-output torque converter.

[0366] Figure 10This is a cross-sectional view of an embodiment of an electric powertrain with a bevel gear assembly and dual output torque converters in an alternative configuration.

[0367] Figure 11 This is a cross-sectional view of an embodiment of an electric powertrain with a differential and a single-output torque converter.

[0368] Figure 12 This is a cross-sectional view of an embodiment of an electric powertrain with a differential and dual-output torque converters.

[0369] Figure 13 This is a cross-sectional view of an embodiment of a linear electro-electric powertrain with an electric motor, having a first clutch on a first side and a second clutch on a second side.

[0370] Figure 14 This is a cross-sectional view of an embodiment of an electric powertrain having a dual-output motor and a bevel gear assembly.

[0371] Figure 15 This is a cross-sectional view of an embodiment of a linear electro-electric powertrain with an electric motor, having a first single-output torque converter on a first side and a second single-output torque converter on a second side.

[0372] Figure 16 This is a cross-sectional view of an embodiment of an electric powertrain with dual output torque converters, which has a single internal reduction gear.

[0373] Figure 17 This is a cross-sectional view of an embodiment of an electric powertrain with dual output torque converters, which has dual external reduction gears.

[0374] Figure 18 This is a cross-sectional view of an embodiment of a linear electric powertrain with dual output torque converters, having a first clutch at the rear end and a second clutch at the front end, and equipped with dual internal reduction gears.

[0375] Figure 19 This is a cross-sectional view of an embodiment of a linear electric powertrain with dual output torque converters, having a first clutch located at the rear end and a second clutch located at the front end, and equipped with dual external reduction gears.

[0376] Figure 20 It is a cross-sectional view of an embodiment of a linear electro-electric powertrain with an electric motor, having a first clutch on a first side and a second clutch on a second side, and equipped with dual internal reduction gears.

[0377] Figure 21 It is a cross-sectional view of an embodiment of a linear electro-electric powertrain with an electric motor, having a first clutch on a first side and a second clutch on a second side, and equipped with dual internal reduction gears.

[0378] Figure 22 It is a cross-sectional view of an embodiment of a linear electro-electric powertrain with an electric motor, having a first single-output torque converter on a first side and a second single-output torque converter on a second side, and equipped with dual internal reduction gears.

[0379] Figure 23 It is a cross-sectional view of an embodiment of a linear electro-electric powertrain with an electric motor, having a first single-output torque converter on a first side and a second single-output torque converter on a second side, and equipped with dual external reduction gears.

[0380] Figure 24 It is based on Figure 12 A schematic diagram of an embodiment of an electric powertrain for a motorized road vehicle.

[0381] Figure 25 It is based on Figure 9 A schematic diagram of an embodiment of an electric powertrain for a motorized road vehicle.

[0382] Figure 26 It is based on Figure 9 The electric powertrain of the embodiment and according to Figure 6 A schematic diagram of an embodiment of a bevel gear assembly for a motorized road vehicle.

[0383] Figure 27 It is based on Figure 5 A schematic diagram of an embodiment of a motorized road vehicle with a dual electric powertrain.

[0384] Figure 28 It has a connection to the rear wheel. Figure 8 A schematic diagram of an embodiment of an electric powertrain for a motorized road vehicle.

[0385] Figure 29 It has a connection to the front wheel. Figure 8 A schematic diagram of an embodiment of an electric powertrain for a motorized road vehicle.

[0386] Figure 30 It has a connection to the rear wheel and the front wheel. Figure 8 A schematic diagram of an embodiment of an electric powertrain for a motorized road vehicle.

[0387] Figure 31 This is a schematic diagram of an embodiment of a motorized road vehicle, which has according to Figure 8 The embodiment of the electric powertrain and the third electric motor connected to the rear wheel and the electric motor connected to the front wheel according to Figure 8 The electric powertrain of the embodiment.

[0388] Figure 32 It has a connection to the rear wheel and the front wheel. Figure 11 A schematic diagram of an embodiment of an electric powertrain for a motorized road vehicle.

[0389] Figure 33 This is a schematic diagram of an embodiment of a motorized road vehicle having an electric motor having a solid motor shaft connected to a first drive shaft on one side and a second drive shaft on the other side.

[0390] Figure 34 It is based on Figure 15 A schematic diagram of an embodiment of a motorized road vehicle with a dual electric powertrain.

[0391] Figure 35 It is based on Figure 13 A schematic diagram of an embodiment of a motorized road vehicle with a dual electric powertrain.

[0392] Figure 36 This is a schematic diagram of an embodiment of a motorized road vehicle having an electric powertrain, which includes a final drive with different gear ratios, a single electric motor on the drive shaft, and two center clutches on the drive shaft.

[0393] Figure 37 This is a schematic diagram of an embodiment of a motorized road vehicle with an electric powertrain, the electric powertrain having a final drive with different gear ratios, a single electric motor on the drive shaft, a central clutch, and a first clutch and a second clutch on the rear wheel axle.

[0394] Figure 38 This is a schematic diagram of an embodiment of a motorized road vehicle with an electric powertrain, the electric powertrain having a final drive with different gear ratios, a single electric motor on the drive shaft, a central clutch, and a first clutch and a second clutch on the front axle.

[0395] Figure 39 This is a schematic diagram of an embodiment of a motorized road vehicle having an electric powertrain, the electric powertrain having a final drive with different gear ratios, a single electric motor on a drive shaft, a first clutch and a second clutch on a rear drive shaft, and a first clutch and a second clutch on a front axle.

[0396] Figure 40 This is a schematic diagram of an embodiment of a motorized road vehicle having an electric powertrain, the electric powertrain having a final drive with different gear ratios, an electric motor on one of the rear axles, a first clutch and a second clutch on the rear drive axle, and a first clutch and a second clutch on the front axle.

[0397] Figure 41This is a schematic diagram of an embodiment of a motorized road vehicle with an electric powertrain, which has a final drive with different gear ratios, an electric motor on a first rear axle, an additional electric motor on a second rear axle, a first clutch and a second clutch on a rear drive axle, and a first clutch and a second clutch on a front axle.

[0398] Figure 42 This is a schematic diagram of an embodiment of a motorized road vehicle with an electric powertrain, the electric powertrain having a final drive with different gear ratios, a drive assembly on a drive shaft, and two center clutches on the drive shaft.

[0399] Figure 43 This is a schematic diagram of an embodiment of a motorized road vehicle having an electric powertrain, the electric powertrain having a final drive with different gear ratios, a drive assembly on a drive shaft, a first clutch and a second clutch on a rear drive shaft, and a first clutch and a second clutch on a front axle. Detailed Implementation

[0400] Figure 1 A first embodiment of the proposed technology is shown, illustrating a schematic diagram of an embodiment of a torque converter 10 or a reverse output torque converter. The torque converter is intended for use in motorized road vehicles. It has a rear end 12, a front end 14, and an output shaft 16. The output shaft 16 exits the torque converter 10 at the rear end 12. The torque converter 10 is configured to receive input torque at the rear end 12 and transmit output torque via the output shaft 16, meaning that the output torque is transmitted on the same side as the side receiving the input torque.

[0401] The torque converter 10 has a cover 18 having: a rear cover portion 20 located at the rear end 12; and a front cover portion 22. The rear cover portion 20 is disc-shaped and extends laterally relative to the output shaft 16, while the front cover portion 22 is annular and extends from the rear cover portion 20 along the output shaft 16.

[0402] The rear cover portion 22 forms a rear shaft bore 24, through which the output shaft 16 exits the torque converter 10. The torque converter 10 has an impeller 26 at the front end 14, which is rigidly connected to and supported by the front cover portion 22 and extends radially relative to the output shaft 16. A turbine 28 is supported by the output shaft 16 and located between the impeller 26 and the rear cover portion 20. A stator 30 is located between the impeller 26 and the turbine 28. The axis of rotation 72 of the torque converter 10 is indicated by a dashed line, and the different components are rotationally symmetrical about and relative to this axis of rotation 72. The impeller 26 is located at the front end 14, and the turbine 28 is located at the rear end 12. This means that the impeller 26 is closer to the front end 14 than the turbine 28, and the turbine 28 is closer to the rear end 12 than the impeller 26.

[0403] The torque converter is filled with a fluid in the form of oil, and the impeller 26, turbine 28, and stator 30 provide hydraulic coupling, which transmits and converts the input torque received by the rear end 12 into output torque transmitted by the output shaft 16. The cover 18 and the impeller 26 together form an enclosed space that contains the fluid within the torque converter 10 during operation.

[0404] The output shaft 16 has a rear shaft portion 32 extending from the rear shaft bore 24. It also has a central shaft portion 34 located inside the torque converter 10.

[0405] The torque converter 10 has a stator support 40 that exits the torque converter 10 through a front shaft bore 38 in the impeller 26, extending from the interior to the exterior of the torque converter 10. During operation, the stator support 40 is fixed to and supported by the surrounding housing. The stator support 40 has a flywheel 42 that rotatably supports the stator 30 relative to the stator support 40. The flywheel 42 allows the stator 30 to rotate relative to the stator support 40 in only one direction.

[0406] The rear cover portion 20 forms a torque input hub 52, which protrudes outward from the rear cover portion 20 and forms a rear axle bore 24. The torque converter has an input shaft 44 fixed to the torque input hub 52 and, more specifically, fixed to the rear cover portion 20 at the rear axle bore 24. The input shaft 44 forms an input shaft bore 46 through which the output shaft 16, or more precisely, the rear axle portion 32, extends. The input shaft bore 46 has a front opening 50 located at the rear axle bore 24 and a rear opening 48 through which the output shaft 16 exits the input shaft bore 46.

[0407] The torque converter 10 has a rear radial rolling bearing 62 that connects the rear cover portion 20 and the output shaft 16 and rotatably supports the cover 18 relative to the output shaft 16.

[0408] The torque converter 10 has a clutch 54 that can be set to (a) an unengaged state, in which the cover 18 and the output shaft 16 are unlocked and can rotate at different speeds. It can also be set to (b) an engaged state, in which the cover 18 and the output shaft 16 are locked together and rotate at the same speed. The clutch also has a (c) slipped state, in which the cover 18 and the output shaft 16 are partially locked together and can rotate at different speeds.

[0409] Clutch 54 is a lock-up clutch, which is spring-biased to be in its engaged state. Clutch 54 is hydraulically operated by fluid in torque converter 10. The change between states is achieved by changing the pressure or flow rate of the fluid. Clutch 54 has a piston 66, on which an annular friction disc 68 is fitted. The piston 66 is supported by turbine 28, rotated and fixed relative to turbine 28, and spring-biased to engage the rear cover portion 18 with the friction disc 68.

[0410] The output shaft 16 has a shaft conduit 70 that supplies fluid to the torque converter 10 via a rear shaft bore 24. Depending on the application of the torque converter, the shaft conduit 70 may also enter the torque converter via a front shaft bore 38. Fluid is released between the rear cover portion 20 and the turbine 28, and an increase in pressure will cause the piston 66 to disengage and allow fluid to flow within the torque converter 10. This will change the clutch 54 from its (b) engaged state to its disengaged state (a). A smaller increase in pressure will cause the clutch 54 to change from its (b) engaged state to a slippery state (c), at which point the fluid flow rate is significantly reduced.

[0411] Clutch 54 is an internal clutch located between turbine 28 and rear cover portion 20 and operatively connecting the two. In (b) the engaged state, clutch 54 mechanically transmits all the torque supplied to cover 18 to turbine 28, while in (b) the slipping state, it mechanically transmits some of the torque supplied to cover 18 to turbine 28.

[0412] Figure 2 A second embodiment of the proposed technology is shown. It has information regarding... Figure 1 All features of the described embodiment. Furthermore, the impeller 26 forms a front shaft bore 38 through which the output shaft 16 exits the torque converter 10. This means that the output torque is transmitted on both sides of the torque converter 10, not just on the side where the input torque is received.

[0413] Furthermore, the stator support member 40 forms a stator support member hole 56 through which the output shaft 16 extends. The stator support member hole 56 has a rear opening 58 located inside the torque converter 10 and a front opening 60 located outside the torque converter 10. As described above, the output shaft 16 has a rear shaft portion 32 and a central shaft portion 34. Here, the output shaft 16 also has a front shaft portion 36 extending from the front end 14 of the torque converter 10.

[0414] Figure 3 An alternative embodiment of the second embodiment is shown, wherein the clutch 54 is further fitted with a damper 64. In this embodiment, the shaft guide 70 supplies fluid to the torque converter 10 via the front shaft bore 38.

[0415] Figure 4 It has information about Figure 2A cross-sectional view of an embodiment of an electric powertrain 98 of the type of torque converter 100 described, meaning it has a rear end 102, a front end 104, and an output shaft 106 exiting the torque converter 100 at both the rear end 102 and the front end 104. The powertrain 98 has a motor 108 with a motor shaft 110 connected to the rear end 102 of the torque converter 100, or more precisely, to the input shaft 112 of the torque converter 100. Thus, the motor shaft 110 is rotatably fixed to a cover 114 of the torque converter 100 and rotates at the same speed as the cover. The motor 108 provides output torque via the motor shaft 110.

[0416] The motor shaft 110 forms a motor shaft hole 116 (indicated by dashed lines) coaxial with the motor shaft 110. The output shaft 106 of the torque converter 100 extends through the motor shaft hole 116. The motor shaft hole 116 has a front opening 118 on the side facing the torque converter 100 and a rear opening 120 on the side facing away from the torque converter 100. The output shaft 106 passes through the front opening 118 and the rear opening 120.

[0417] The electric motor 108 has a stator 122 and a rotor 124. The rotor 124 is connected to the motor shaft 110. The powertrain has a housing 126 that encloses the electric motor 108 and the torque converter 100. The stator 122 is fixed to and supported by the housing 126. The housing 126 forms a casing surrounding the torque converter 100, which collects fluid discharged from the torque converter. The housing 126 forms a motor partition 128 between the torque converter 100 and the electric motor 108. A radial rolling bearing 130 connects the motor partition 128 and the input shaft 112 and provides rotational support for the input shaft.

[0418] The electric motor 108 and torque converter 100 together form a drive assembly 350, and the output shaft 108 extends from a first side 356 and a second side 358 of the drive assembly 350. This means that the output shaft 106 also extends through the drive assembly 350. The end of the output shaft 106 is a mechanical interface through which torque from the drive assembly can be transmitted to, for example, a transmission system for torque transmission. In one embodiment, the powertrain 98 has a first wheel connector 346 and a second wheel connector 348 located on opposite first sides 356 and second sides 358 of the drive assembly 350. Each wheel connector 346 and 348 is a hub for connection to the rims of the first and second wheels, such as... Figure 24 and Figure 27 As shown. The housing 126 forms a first hole 360 ​​and a second hole 362, with the rear axle portion 140 extending through the first hole and the front axle portion 142 extending through the second hole.

[0419] The output shaft 106 has a coaxial rear axle portion 140 and a front axle portion 142. The rear axle portion 140 is accessible at a first side 356 of the drive assembly 350, and the second axle portion is accessible at a second side 358 of the drive assembly 350. This means that a first wheel connector 346 is operatively connected to the rear axle portion 140, and a second wheel connector 348 is operatively connected to the front axle portion 142.

[0420] Figure 5 It is about Figure 4 The diagram shows a cross-sectional view of an embodiment of an electric powertrain 98 of the described type, and also includes a first clutch 132 and a second clutch 134. The first clutch 132 has a clutch input portion 136 and a clutch output portion 138, and the clutch input portion 136 is connected to the rear axle portion 140 of the output shaft 106 on the rear end 102 side of the torque converter 100, wherein the electric motor 108 is located between the first clutch 132 and the torque converter 100. The second clutch 134 similarly has a clutch input portion 136 and a clutch output portion 138, but the clutch input portion 136 is connected to the front axle portion 142 of the output shaft 106 on the front end 104 side of the torque converter 100. Thus, the torque converter 100 can provide torque to the first clutch 132 and the second clutch 134 via the output shaft 106.

[0421] The housing also forms a first clutch partition 144 between the motor 108 and the first clutch 132, and a first radial rolling bearing 146 rotatably supports the output shaft 106 relative to the first clutch partition 144. Similarly, the housing also forms a second clutch partition 148 between the torque converter 110 and the second clutch 134, and a second radial rolling bearing 150 rotatably supports the output shaft 106 relative to the second clutch partition 148.

[0422] Figure 6 This is a cross-sectional view of an embodiment of the bevel gear assembly 152, which has a gear input shaft 154, a gear output shaft 156, and a connecting bevel gear 158. The gear output shaft 156 is perpendicular to the gear input shaft 154 and has a first end 160 on one side of the bevel gear 156 and a second end 162 on the other side of the bevel gear 158.

[0423] The bevel gear assembly 152 has a housing 126 enclosing a bevel gear 158. A gear input shaft 154 and a gear output shaft 156 extend from the housing 126. The gear output shaft 156 is an integral structure and extends through the bevel gear 158 and the housing 126. The housing 126 forms a bevel gear partition 164 at the gear input shaft 154. The bevel gear assembly 152 has a radial rolling bearing 166 that rotatably supports the gear input shaft 154 relative to the bevel gear partition 164.

[0424] The bevel gear assembly 152 has a first clutch 132 with a clutch input portion 136 and a clutch output portion 138, and a second clutch 134 with a clutch input portion 136 and a clutch output portion 138. The clutch input portion 136 of the first clutch 132 is connected to a first end 160 of the gear output shaft 156, and the clutch input portion 136 of the second clutch 134 is connected to a second end 162 of the gear output shaft 156. The input torque received by the gear input shaft 154 is transmitted through the bevel gear 158 and converted into output torque, which is evenly distributed between the clutch input portions 136 of the two clutches 132 and 134.

[0425] The housing 126 forms a first clutch partition 144 between the bevel gear 158 and the first clutch 122, and a second clutch partition 148 between the bevel gear 158 and the second clutch 134. A first radial rolling bearing 146 rotatably supports the gear output shaft 156 relative to the first clutch partition 144. Similarly, a second radial rolling bearing 150 rotatably supports the gear output shaft 156 relative to the second clutch partition 148.

[0426] Figure 7 This is a cross-sectional view of an embodiment of the electric powertrain 98, which has: regarding Figure 6 The described type is a bevel gear assembly 152; and an electric motor 108 having a motor shaft 110 connected to a gear input shaft 154 of the bevel gear assembly 152. The electric motor 108 has a rotor 124 that can provide output torque to the motor shaft 110, which is then received as input torque by the gear input shaft 154.

[0427] The bevel gear assembly 152 has a housing 126. The stator 122 of the electric motor is fixed to the housing 126. The housing 126 forms a motor partition 168 between the bevel gear assembly 152 (or bevel gear 158) and the electric motor 108. A radial rolling bearing 166 operably connects the motor partition 168 and the motor shaft 110, thereby rotatably supporting the motor shaft.

[0428] Figure 8 This is a cross-sectional view of an embodiment of the electric powertrain 98, which has: regarding Figure 6 The bevel gear assembly 152; and the torque converter having a rear end 172, a front end 174, and an output shaft 176 exiting the torque converter 170 only at the front end 174. This means the torque converter is a single-output torque converter, unlike the aforementioned... Figure 2 and Figure 3 The described dual-output torque converter. This torque converter is also used in conjunction with... Figure 1 Compared to the single-output torque converter, the front end 174 has an output.

[0429] Output shaft 176 is connected to gear input shaft 154 of bevel gear assembly 152. Powertrain 98 has electric motor 108 with a solid motor shaft 110, which is connected to... Figure 4 and Figure 5 The same method is used to connect to the rear end 172 of the torque converter 170, except that the output shaft 176 of the torque converter 170 does not extend through the motor shaft 110, which does not have a motor shaft bore. Here, and throughout these descriptions, the motor shaft is considered solid, even though it has a shaft conduit for supplying fluid to the torque converter.

[0430] The electric motor 108 has a stator 122 and a rotor 124, with a motor shaft 110 fixed to the rotor. The electric motor 180 can provide output torque via the motor shaft 110, which is received as input torque by a torque converter 170. The torque converter 170 has a similar design to... Figures 1 to 3 The illustrated embodiment includes a cover, impeller, turbine, and clutch. It is filled with a fluid that provides hydraulic coupling, through which the input torque is converted or amplified between the rear end 172 and the output shaft 176.

[0431] As described above, the bevel gear assembly 152 has a housing 126, and the stator 122 of the motor 108 is fixed to the housing 126. The housing 126 forms a torque converter partition 178 between the bevel gear assembly 152 (or bevel gear 158) and the torque converter 170. A radial rolling bearing 180 rotatably supports the output shaft 176 of the torque converter 170 relative to the torque converter partition 178. The housing 126 also forms a motor partition 128 between the torque converter 170 and the motor 108. A radial rolling bearing 130 rotatably supports the motor shaft 110 relative to the motor partition 128.

[0432] Torque converter 170 is capable of being related to Figure 1 It operates in the same manner as described. For example, it has an internal lock-up clutch that is hydraulically operated and can be set to (a) a disengaged state, (b) an engaged state, and (c) a slip state. The output shaft 176 forms a shaft conduit 182 that supplies fluid to the torque converter 170, thereby providing hydraulic coupling.

[0433] Figure 9 This is a cross-sectional view of an embodiment of the electric powertrain 98, which has the following characteristics: Figure 4 The torque converter 100 and the motor 108, as well as as per... Figure 6 The bevel gear assembly 152 is described above. The front end 104 of the torque converter 100 faces the bevel gear assembly 152, and the gear input shaft 154 of the bevel gear assembly 152 is connected to the output shaft 106 at the front end 104 of the torque converter 100. (Reference) Figure 2The front axle portion 36 forms the gear input shaft 154 of the bevel gear assembly 152. In this way, the output torque provided by the output shaft 106 of the torque converter 100 is received as the input torque by the gear input shaft 154 of the bevel gear assembly 152.

[0434] The housing 126 forms a bevel gear partition 164 between the torque converter 100 and the bevel gear assembly 152 (or bevel gear 158). The powertrain 98 has a radial rolling bearing 166 that connects the bevel gear partition 164 and the output shaft 106, thereby radially supporting the output shaft.

[0435] Figure 10 This is a cross-sectional view of an embodiment of the electric powertrain 98, which has the following characteristics: Figure 4 The torque converter 100 and the motor 108, as well as as per... Figure 6 The bevel gear assembly 152 is described above. The rear end 102 of the torque converter 100 faces the bevel gear assembly 152, and the gear input shaft 154 of the bevel gear assembly 152 is connected to the output shaft 106 on the opposite side of the torque converter 100 from the motor 108. (Reference) Figure 2 The rear axle portion 32 forms the gear input shaft 154 of the bevel gear assembly 152. In this way, the output torque provided by the output shaft 106 of the torque converter 100 is received as the input torque by the gear input shaft 154 of the bevel gear assembly 152.

[0436] The housing 126 forms a bevel gear partition 164 between the electric motor 108 and the bevel gear assembly 152 (or bevel gear 158). The powertrain 98 has a radial rolling bearing 166 that connects the bevel gear partition 164 and the output shaft 106, thereby radially supporting the output shaft.

[0437] Figure 11 This is a cross-sectional view of an embodiment of an electric powertrain 98 having a differential 184, the differential having a gear input shaft 186, a first gear output shaft 188, and a second gear output shaft 190. The powertrain also has, for example, Figure 8 The torque converter 170 and motor 108 are arranged as described in the embodiment. The gear input shaft 186 of the differential 184 is connected to the output shaft 176, which exits the torque converter 170 at its front end 174. The motor 108 is connected to the rear end 172 of the torque converter 170. This means that the torque converter 170 is located between the motor 108 and the differential 184. This embodiment is similar to... Figure 8 The difference in the embodiment is that the bevel gear assembly 152 is replaced by a differential 184. The torque converter 170 has... Figure 8 The same features and functions as in the embodiments.

[0438] Differential 184 connects gear input shaft 186, first gear output shaft 188, and second gear output shaft 190, such that input torque received by gear input shaft 186 is distributed between first gear output shaft 188 and second gear output shaft 190. Differential 184 is an open differential. In an alternative embodiment, it is replaced by a limited-slip differential.

[0439] The torque converter 170, the electric motor 108, and the differential 184 share a common housing 126. The housing 126 forms a torque converter partition 178 between the differential 184 and the torque converter 170, and a radial rolling bearing 180 that rotatably supports the output shaft 176 relative to the torque converter partition 178. (As stated above...) Figure 8 The stator 122 of the motor 108 is fixed to the housing 126, and the housing 126 also forms a motor partition 128.

[0440] Figure 12 This is a cross-sectional view of an embodiment of the electric powertrain 98, which has the following characteristics: Figure 4 The torque converter 100 and the electric motor 108 are described. The electric powertrain 98 also includes a differential 184, which has a gear input shaft 186, a first gear output shaft 188, and a second gear output shaft 190. The gear input shaft 186 of the differential 184 is connected to the output shaft 106, which exits the torque converter 100 at its front end 104. The electric motor 108 is connected to the rear end 102 of the torque converter 100. This means that the torque converter 100 is located between the electric motor 108 and the differential 184. This embodiment is similar to... Figure 9 The difference in the embodiment is that the bevel gear assembly 152 is replaced by a differential 184.

[0441] Differential 184 has with Figure 11 The same functionality as in the embodiment. The housing 126 forms a torque converter partition 178 between the differential 184 and the torque converter 100, and a radial rolling bearing 180 that rotates to support the output shaft 106.

[0442] Figure 13This is a cross-sectional view of an embodiment of a linear electro-electric powertrain 98 having an electric motor 108. The electric motor has a motor shaft 110 having a first shaft portion 192 extending from a first side 194 of the electric motor 108 and a second shaft portion 196 extending from a second side 198 of the electric motor 108. A first clutch 132 has a clutch input portion 136 and a clutch output portion 138. Similarly, a second clutch 134 has a clutch input portion 136 and a clutch output portion 138. The clutch input portion 136 of the first clutch 132 is connected to the first shaft portion 192, and the clutch input portion 136 of the second clutch 134 is connected to the second shaft portion 196. In this way, the output torque provided by the motor shaft 110 is distributed between the first clutch 132 and the second clutch, and received as input torque by the corresponding clutch input portion 136.

[0443] The electric motor 108 has a stator 122 and a rotor 124, with the rotor connected to and forming part of the motor shaft 110. The powertrain 98 has a housing 126, with the stator 122 fixed to the housing 126. The housing 126 forms a first clutch partition 144 between the electric motor 108 and the first clutch 132, and a second clutch partition 148 between the electric motor 108 and the second clutch 134. A first radial rolling bearing 146 rotatably supports the motor shaft 110 and the first clutch 132 relative to the first clutch partition 144, and a second radial rolling bearing 150 rotatably supports the motor shaft 110 and the second clutch 134 relative to the second clutch partition 150.

[0444] Figure 14 This is a cross-sectional view of an embodiment of the electric powertrain 98, which has: regarding Figure 6 The described type is a bevel gear assembly 152; and a motor 108. This embodiment is based on... Figure 7 The embodiment is described below. Furthermore, the motor shaft 110 has a first shaft portion 192 extending from a first side 194 of the motor 108 and a second shaft portion 196 extending from the opposite second side 198 of the motor 108. A gear input shaft 154 is connected to the first shaft portion 192. This means that torque can be received by the second shaft portion 196 and transmitted to the bevel gear assembly 152. Alternatively, in addition to supplying torque to the bevel gear assembly 152, the motor 108 can also supply torque via the second shaft portion 196.

[0445] Figure 15 This is a cross-sectional view of an embodiment of a linear electrodynamic assembly 98 having a motor 108, the motor having a motor shaft 110 having a first shaft portion 192 extending from a first side 194 of the motor 108 and a second shaft portion 196 extending from a second side 198 of the motor 108. Essentially, this corresponds to... Figure 13 The electric motor 108 is described. The electric powertrain 98 has a first torque converter 200 and a second torque converter 202. Each of the torque converters has a rear end 172, a front end 174, and an output shaft 176 extending from the front end 174. The rear end 172 of the first torque converter 200 and the second torque converter 202 are respectively connected to a first shaft portion 192 and a second shaft portion 196 of the motor shaft 110. This means that the electric motor 108 is located between the first torque converter 200 and the second torque converter 202.

[0446] The electric motor 108 has a solid motor shaft 110, and no output shaft extends through the motor shaft 110, which is consistent with... Figure 13 The motor shaft 110 in the embodiment is similar. This means that the output torque transmitted by the motor shaft 110 is distributed between the first torque converter 200 and the second torque converter 202.

[0447] The first torque converter 200 and the second torque converter 202 are single-output torque converters and are capable of operating with... Figures 1 to 3 They operate in the same manner. For example, their clutches have (a) a disengaged state, (b) an engaged state, and (c) a slippery state. The clutches are hydraulically operated internal lock-up clutches. Each of the output shafts 176 forms a shaft conduit 182 that supplies fluid to the torque converter 170, which can be fluid-operated and convert torque.

[0448] The electric motor 108 has a stator 122 and a rotor (not shown). The motor shaft 110 forms an input shaft, which is connected to the rear end 172 of each of the first torque converter 200 and the second torque converter 202.

[0449] The stator 122 of the motor 108 is fixed to the housing 126. The housing 126 forms a first torque converter partition 204 between the motor 108 and the first torque converter 200. A first radial rolling bearing 206 connects the motor shaft 110 and the first torque converter partition 204, and rotatably supports the motor shaft relative to the first torque converter partition. Similarly, the housing 126 forms a second torque converter partition 208 between the motor 108 and the second torque converter 202. A second radial rolling bearing 210 connects the motor shaft 110 and the second torque converter partition 208, and rotatably supports the motor shaft relative to the second torque converter partition.

[0450] In each of the above embodiments of the electric powertrain 98 having a first clutch 132 and a second clutch 134, each of the first clutch 132 and the second clutch 134 has: (a) a disengaged state, wherein the clutch input and the clutch output are not locked and are capable of rotating at different speeds; (b) a slipping state, wherein the clutch input and the clutch output are partially locked together and are capable of rotating at different speeds; and (c) an engaged state, wherein the clutch input and the clutch output are locked together and rotate at the same speed.

[0451] In each of the above embodiments of the electric powertrain 98, the electric motor 108 is a permanent magnet electric motor. In an alternative embodiment, the electric motor 108 is an induction motor. The powertrain 98 is entirely electric and does not include any internal combustion engine.

[0452] Each of the above embodiments of the electric powertrain 98 has a hydraulic control system 212 connected to the single-output torque converters 10, 170, 200 and 202, the dual-output torque converters 10 and 100 and / or the clutches 132 and 134 of the respective embodiments. The hydraulic control system 212 is connected to shaft conduits 70 and 182 in the output shafts 16, 106 and 176 of each torque converter 10, 100, 170, 200 and 202 to supply pressurized fluid, thereby controlling and providing fluid connection to the clutches 54 of the torque converters 10, 100, 170, 200 and 202. The hydraulic control system 212 is connected to and supplies fluid to the clutch output portion 138 of each first clutch 132 and second clutch 134, through which the state of the first clutch 132 and second clutch 134 can be changed, for example, from engaged to slipped, or from slipped to engaged. If the embodiment includes torque converters 100 and 170, and a first clutch 132 and a second clutch 134, the same hydraulic control system 212 controls the operation of all components, see, for example, see Figure 5 , Figure 8 , Figure 9 and Figure 10 .

[0453] Other embodiments of the electric powertrain 98 are based on the above embodiments and further include a first axle and a second axle extending in opposite directions. For example, the clutch output portion 138 of the first clutch 132, the output shaft 176 of the first torque converter 200, and the first gear output shaft 188 of the differential 184 may be connected and fixed to the first axle. Similarly, the clutch output portion 138 of the second clutch 134, the output shaft 176 of the second torque converter 202, and the second gear output shaft 190 of the differential 184 may be connected and fixed to the second axle. At their outer ends, the first axle and the second axle are respectively connected and fixed to a first wheel and a second wheel. The first wheel and the second wheel may form a pair of wheels, such as a pair of front wheels or a pair of rear wheels. Figures 16 to 27 Examples of these embodiments are shown below.

[0454] In addition, other embodiments of the electric powertrain 98 have a power storage device in the form of a battery and an inverter connected between the battery and the motor, the inverter controlling the operation of the motor.

[0455] Figure 16 Based on Figure 4 A cross-sectional view of an embodiment of the electric powertrain 98, but in which the reduction gear set 218 is located between the torque converter 100 and the electric motor 108.

[0456] The reduction gear set 216 is a planetary gear set and has a reduction gear input section 218 and a reduction gear output section 220. The reduction gear input section 218 forms the sun gear 222, and the reduction gear output section 220 forms the planet carrier 224 of the planetary gear set 226. The planet gears mesh with the sun gear 222 and an outer ring gear 228 fixed to and supported by the housing 126. Thus, when the reduction gear input section 218 rotates at a first speed, the reduction gear output section 220 rotates at a lower second speed, and the input torque supplied to the reduction gear input section 218 is converted into a higher output torque supplied by the reduction gear output section 220.

[0457] Replacement Figure 4 The motor shaft 110 shown is connected to the rear end 102 of the torque converter 100, the reduction gear input portion 218 is connected to the motor shaft 110, and the reduction gear output portion 220 is connected to the rear end 102 of the torque converter 100, or more precisely, to the input shaft 112 of the torque converter 100.

[0458] The reduction gear input section 218 and the reduction gear output section 220 together form a reduction gear bore 230. The reduction gear bore has a front opening 232 on the side facing the torque converter 100 and a rear opening 234 on the side facing the motor 108. The reduction gear bore 230 is coaxial with the motor shaft 110, the input shaft 112, and the output shaft 106. The output shaft 106 enters the reduction gear bore 230 through the front opening 232 and exits the reduction gear bore 230 through the rear opening 234.

[0459] Figure 17 Based on Figure 4 A cross-sectional view of an embodiment of the electric powertrain 98, wherein the first reduction gear set 236 and the second reduction gear set 238 are arranged at both ends of the output shaft 106.

[0460] The first reduction gear set 236 and the second reduction gear set 238 are identical. Each reduction gear set has: a reduction gear input section 218, which is connected to the output shaft 106; and a reduction gear output section 220, through which the powertrain 98 can transmit torque to, for example, a wheel axle.

[0461] The reduction gear input section 218 forms the sun gear 222, and the reduction gear output section 220 forms the planet carrier 224 of the planetary gear set 226. The planetary gears mesh with the sun gear 222 and the outer ring gear 228, which is fixed to and supported by the housing 126. Thus, when the reduction gear input section 218 rotates at a first speed, the reduction gear output section 220 rotates at a lower second speed, and the input torque supplied to the reduction gear input section 218 is converted into a higher output torque supplied by the reduction gear output section 220.

[0462] Figure 18 Based on Figure 5 A cross-sectional view of an embodiment of the electric powertrain 98, wherein the first reduction gear set 236 and the second reduction gear set 238 are arranged at both ends of the output shaft 106 between the combined electric motor 108 and the first clutch 132 and between the torque converter 100 and the second clutch 134.

[0463] The first reduction gear set 236 and the second reduction gear set 238 are related to... Figure 17 The types described are the same, each having a gear ring 228 fixed to and supported by a housing 126. Each reduction gear set has: a reduction gear input portion 218 connected to an output shaft 106; and a reduction gear output portion 220 connected to the clutch input portion 136 of the first clutch 132 and the clutch input portion 136 of the second clutch 134, respectively.

[0464] Figure 19 Based on Figure 5 A cross-sectional view of an embodiment of the electric powertrain 98, wherein the first reduction gear set 236 and the second reduction gear set 238 are respectively arranged at the clutch output portion 138 of the first clutch 132 and the clutch output portion 138 of the second clutch 134.

[0465] refer to Figure 17 Details regarding the first reduction gear set 236 and the second reduction gear set 238 are provided. The gear ring 228 is fixed to and supported by the housing 126. The first reduction gear set 236 and the second reduction gear set 238 are identical. Each has: a reduction gear input portion 218, which connects to the clutch output portion 138; and a reduction gear output portion 220, through which the powertrain 98 transmits torque to, for example, a wheel axle.

[0466] Figure 20 Based on Figure 13 The cross-sectional view of the embodiment of the electric powertrain 98, but wherein the first reduction gear set 236 and the second reduction gear set 238 are arranged at both ends of the motor shaft 110 between the motor 108 and the first clutch 132 and between the motor and the second clutch 134.

[0467] The first reduction gear set 236 and the second reduction gear set 238 are related to... Figure 17 The types described are identical, each having a gear ring 228 fixed to and supported by a housing 126. The reduction gear input portion 218 of the first reduction gear set 236 and the reduction gear input portion 218 of the second reduction gear set 238 are respectively connected to the first shaft portion 192 and the second shaft portion 196 of the motor shaft 110. The reduction gear output portion 220 of the first reduction gear set 236 and the second reduction gear set 238 are respectively connected to the clutch input portion 136 of the first clutch 132 and the clutch input portion 136 of the second clutch 134.

[0468] Figure 21 Based on Figure 13 A cross-sectional view of an embodiment of the electric powertrain 98, wherein the first reduction gear set 236 and the second reduction gear set 238 are respectively arranged at the clutch output portion 138 of the first clutch 132 and the clutch output portion 138 of the second clutch 134.

[0469] refer to Figure 17Details regarding the first reduction gear set 236 and the second reduction gear set 238 are provided. The gear ring 228 is fixed to and supported by the housing 126. The first reduction gear set 236 and the second reduction gear set 238 are identical. Each reduction gear set has: a reduction gear input section 218 connected to the clutch output section 138; and a reduction gear output section 220 through which the powertrain 98 transmits torque to, for example, a wheel axle.

[0470] Figure 22 Based on Figure 15 A cross-sectional view of an embodiment of the electric powertrain 98, wherein the first reduction gear set 236 and the second reduction gear set 238 are arranged between the motor 108 and the first torque converter 200 and the second torque converter 202.

[0471] The first reduction gear set 236 and the second reduction gear set 238 are related to... Figure 17 The types described are identical, each having a gear ring 228 fixed to and supported by a housing 126. The reduction gear input portion 218 of the first reduction gear set 236 and the reduction gear input portion 218 of the second reduction gear set 238 are respectively connected to the first shaft portion 192 and the second shaft portion 196 of the motor shaft 110. The reduction gear output portion 220 of the first reduction gear set 236 and the second reduction gear set 238 are connected to the rear end 172 of the first torque converter 200 and the rear end 172 of the second torque converter 202. This means that the rear end 172 rotates at the same speed, which is lower than the rotational speed of the motor shaft 110.

[0472] Figure 23 Based on Figure 13 A cross-sectional view of an embodiment of the electric powertrain 98, wherein the first reduction gear set 236 and the second reduction gear set 238 are respectively connected to the output shaft 176 of the first torque converter 200 and the output shaft 176 of the second torque converter 202.

[0473] refer to Figure 17 Details regarding the first reduction gear set 236 and the second reduction gear set 238 are provided. A gear ring 228 is fixed to and supported by the housing 126. The first reduction gear set 236 and the second reduction gear set 238 are identical. Each reduction gear set has: a reduction gear input section 218, which is connected to the output shaft 176 of adjacent torque converters 200 and 202; and a reduction gear output section 220, through which the powertrain 98 transmits torque to, for example, a wheel axle.

[0474] Figure 24 It is based on Figure 12A schematic diagram of an embodiment of a motorized road vehicle 300 having an electric powertrain 98. In practice, the electric motor 108 and the torque converter 100 form a drive assembly 350, as per [reference to...]. Figure 4 The powertrain 98 has a pair of axles 302 that connect the pair of wheels 304 to the first gear output and the second gear output of the differential 184.

[0475] The powertrain also includes: a drive shaft 310 connected to the output shaft of the torque converter 100; and an auxiliary differential 316 connecting the drive shaft 310 to a pair of auxiliary axles 306, which in turn connect to a pair of auxiliary wheels 308. The powertrain 98 has auxiliary wheel connectors 348 in the form of hubs, which connect the rims of the auxiliary wheels 308 to the auxiliary axles 306. The pair of auxiliary wheels 308 are the front wheels, and the pair of wheels 304 are the rear wheels. Thus, the electric motor 108 can provide torque to the wheels 304 and the auxiliary wheels 308, effectively providing four-wheel drive, with the electric motor 108 acting as the sole prime mover.

[0476] The powertrain 98 has a first wheel connector 346 in the form of a hub, which secures the rim of the additional wheel 308 to the additional axle 306. It also has a second wheel connector 348 in the form of a hub, which secures the flange of the wheel 304 to the axle 302.

[0477] The drive shaft 310 has a first shaft portion 312 connected to the output shaft of the torque converter 100 and a second shaft portion 314 connected to the auxiliary differential 316. It also has a center clutch 318 connecting the first shaft portion 312 and the second shaft portion 314. The center clutch 318 has a clutch input portion 320 connected to the first shaft portion 312 and a clutch output portion 322 connected to the second shaft portion 314.

[0478] The center clutch 318 operates in the same manner as the first clutch 132 and the second clutch 134 described above. For example, it has: (a) a disengaged state, in which the clutch input portion 320 and the clutch output portion 322 are not locked and can rotate at different speeds; (b) a slipping state, in which the clutch input portion 320 and the clutch output portion 322 are partially locked together and can rotate at different speeds; and (c) an engaged state, in which the clutch input portion 320 and the clutch output portion 322 are locked together and rotate at the same speed.

[0479] The hydraulic control system 212 that controls the torque converter 100 also controls the center clutch 318 by supplying the same fluid. In this way, the hydraulic control system 212 and the center clutch 318 can dynamically adjust the amount of torque transmitted from the torque converter 100 to the paired auxiliary wheels 308.

[0480] Figure 25 It is based on Figure 9 A schematic diagram of an embodiment of a motorized road vehicle 300 having an electric powertrain 98. In practice, the electric motor 108 and the torque converter 100 form a drive assembly 350, as per [reference to...]. Figure 4 The powertrain 98 has a pair of axles 302 that connect the pair of wheels 304 to the clutch output portion of the first clutch 132 and the clutch output portion of the second clutch 134 of the bevel gear assembly 152.

[0481] The powertrain 98 has a first wheel connector 346 in the form of a hub, which secures the rim of the additional wheel 308 to the additional axle 306. It also has a second wheel connector 348 in the form of a hub, which secures the flange of the wheel 304 to the axle 302.

[0482] The vehicle 300 also includes: a drive shaft 310 connected to the output shaft of the torque converter 100; and an auxiliary differential 316 connecting the drive shaft 310 to a pair of auxiliary wheel axles 306, which in turn connect to a pair of auxiliary wheels 308. The pair of auxiliary wheels 308 are the front wheels, and the pair of wheels 304 are the rear wheels. Thus, the electric motor 108 can provide torque to both wheels 304 and auxiliary wheels 308, effectively providing four-wheel drive, with the electric motor 108 acting as the sole prime mover.

[0483] The drive shaft 310 does not have a central clutch as in the previous embodiment. Instead, the amount of torque distributed to the rear wheels 304 is regulated by a first clutch 132 and second clutches 132 and 134. A hydraulic control system 212 that controls the torque converter 100 is connected to each of the clutches 132 and 134 and also controls the operation of these components. For example, these components can be operated to provide torque guidance to the rear wheels 304.

[0484] Figure 26 It is based on Figure 9 A schematic diagram of an embodiment of a motorized road vehicle 300 having an electric powertrain 98. In practice, the electric motor 108 and the torque converter 100 form a drive assembly 350, as per [reference to...]. Figure 4 The difference between this embodiment and the previous embodiment is only that the additional differential 316 is replaced by an additional bevel gear assembly 324, which has the following characteristics: Figure 6 The described embodiment of the bevel gear assembly features. This means that the drive shaft is connected to the gear input shaft of the additional bevel gear assembly 324, one of the additional axles 306 is connected to the clutch output portion of the first clutch 132 of the additional bevel gear assembly 324, and the other additional axle 306 is connected to the clutch output portion of the second clutch 134 of the additional bevel gear assembly 324.

[0485] In this embodiment, the amount of torque allocated to the rear wheel 304 is regulated by the first clutch 132 and the second clutch 134 of the bevel gear assembly 152, and the amount of torque allocated to the front wheel 308 is regulated by the first clutch 132 and the second clutch 134 of the additional bevel gear assembly 324. Furthermore, the first clutch 132 and the second clutch 134 of each bevel gear assembly 152 and 324 determine the allocation of torque to wheels 304 and 308 in their respective pairs of wheels.

[0486] The hydraulic control system 212 that controls the torque converter 100 is also connected to all four clutches 132 and 134 and controls the operation of these components. For example, they can be operated to provide torque guidance to the front wheels 308 and the rear wheels 304.

[0487] Figure 27 It is based on Figure 5 A schematic diagram of an embodiment of a motorized road vehicle 300 having an electric powertrain 98 and an auxiliary electric powertrain 298. In practice, the electric motor 108 and torque converter 100 of each of the powertrains 98 and 298 form a drive assembly 350, as per [reference to...]. Figure 4 The powertrain 98 has a pair of axles 302 that connect a pair of wheels 304 to the clutch output portions of the first clutch 132 and the second clutch 134 of the powertrain 98. Similarly, it has a pair of auxiliary axles 306 that connect a pair of auxiliary wheels 308 to the clutch output portions of the first clutch 132 and the second clutch 134 of the auxiliary electric powertrain 298.

[0488] The powertrain 98 has: a first wheel connector 346 in the form of a hub, which secures the rim of one of the wheels 304 to one of the axles 302; and a second wheel connector 348 in the form of a hub, which secures the rim of the other wheel 304 to the other axle 302. Similarly, the powertrain 98 has: a first wheel connector 346, which secures the rim of one of the additional wheels 308 to one of the additional axles 306; and a second wheel connector 348, which secures the rim of the other additional wheel 308 to the other axle 306.

[0489] The hydraulic control system 212 is connected to the first clutch 132, the second clutch 134, and the torque converter 100 of the powertrain 98 and the auxiliary powertrain 298. In this way, the amount of torque provided by each wheel 304 and 308 can be individually controlled by the clutches 132 and 134 and the hydraulic control system 212 to provide torque-guided four-wheel drive on all wheels.

[0490] In an alternative embodiment, according to Figure 18 or Figure 19 In one embodiment, the motor road vehicle 300 has an electric powertrain 98 and an auxiliary electric powertrain 298.

[0491] Figure 28 It is based on Figure 8 This is a schematic diagram of an embodiment of a motorized road vehicle 300 having an electric powertrain 98. The powertrain 98 has paired axles 302 that connect paired wheels 304 to the clutch output portions of a first clutch 132 and a second clutch 134 of the powertrain 98. The wheels 304 are secured to the axles 302 via hub-type wheel connectors 486. In this embodiment, the paired wheels 304 are the rear wheels of the vehicle 300. An additional wheel 308 is supported by an additional axle 306 and provides steering for the vehicle 300. The additional wheel 308 is secured to the additional axle 306 via hub-type additional wheel connectors 488. A hydraulic control system 212 is connected to and controls the operation of the torque converter 170 and the first clutches 132 and second clutches 134 of the powertrain 98.

[0492] Figure 29 It is based on Figure 8 This is a schematic diagram of an embodiment of a motorized road vehicle 300 having an electric powertrain 98. The powertrain 98 has paired axles 302 that connect paired wheels 304 to the clutch output portion of a first clutch 132 and the clutch output portion of a second clutch 134 of the powertrain 98. This embodiment is similar to... Figure 28 The difference in this embodiment is that the paired wheels 304 are the front wheels that provide steering for the vehicle 300, and the additional wheels 308, supported by the additional axle 306, are the rear wheels of the vehicle 300. The hydraulic control system 212 is connected to the torque converter 170 and the first clutch 132 and the second clutch 134 of the powertrain 98 and controls the operation of the torque converter 170 and the first clutch 132 and the second clutch 134 of the powertrain 98.

[0493] Figure 30 It is based on Figure 8 This is a schematic diagram of an embodiment of a motorized road vehicle 300 having an electric powertrain 98. The powertrain 98 has a pair of axles 302 that connect a pair of wheels 304 to the clutch output portions of a first clutch 132 and a second clutch 134 of the powertrain 98. The wheels 304 are fixed to the axles 302 via wheel connectors 486 in the form of wheel hubs. The pair of wheels 304 are the rear wheels of the vehicle 300. Furthermore, according to... Figure 8In one embodiment, vehicle 300 has an additional electric powertrain 298. A pair of additional axles 306 connect the pair of additional wheels 308 to the clutch output portions of the first clutch 132 and the second clutch 134 of the additional electric powertrain 298. The additional wheels 308 are secured to the additional axles 306 via additional wheel connectors 488 in the form of wheel hubs. The pair of additional wheels 304 are the front wheels, providing steering for vehicle 300. The same hydraulic control system 212 is connected to and controls the operation of the torque converter 170 and the first clutches 132 and second clutches 134 of both powertrain 98 and the additional powertrain 298. This means that the same fluid is used in these components.

[0494] Figure 31 This is a schematic diagram of an embodiment of a motor road vehicle 300, as shown in Figure 30 In the previous embodiment, it has an electric powertrain 98 and an auxiliary electric powertrain 298. Furthermore, the powertrain 98 has a third electric motor 326, which has a motor shaft 328 connected to the motor shaft 110 of the electric motor 108. This means that the third electric motor 326 is operatively connected to the bevel gear assembly 152. The electric motor 108 of the powertrain 98 and the electric motor 108 of the auxiliary powertrain 298 are permanent magnet motors, and the third electric motor 326 of the powertrain 98 is an induction motor.

[0495] Figure 32 It is based on Figure 11 This is a schematic diagram of an embodiment of a motorized road vehicle 300 with an electric powertrain. A first drive shaft 330 is connected to a first gear output of a differential 184, and a second drive shaft 332 is connected to a second gear output of the differential 184. A first differential 334 connects the first drive shaft 330 to a pair of axles 302, which in turn connect to a pair of wheels 304. The wheels 304 are secured to the axles 302 via wheel connectors 486 in the form of hubs. Similarly, a second differential 336 connects the second drive shaft 332 to a pair of auxiliary axles 306, which in turn connect to a pair of auxiliary wheels 308. The auxiliary wheels 308 are secured to the auxiliary axles 306 via auxiliary wheel connectors 488 in the form of hubs. This means that the output torque provided by the torque converter 170 is distributed between the first differential 334 and the second differential 336, and more specifically, between the paired wheels 304 and the paired auxiliary wheels 308, thereby providing four-wheel drive with a single electric motor 108 as the sole prime mover. The paired wheels 304 are the rear wheels of the vehicle 300, while the paired auxiliary wheels 308 are the front wheels that provide steering. The hydraulic control system 212 is connected to the torque converter 170 and controls the operation of the torque converter 170.

[0496] Figure 33 This is a schematic diagram of an embodiment of a motorized road vehicle 300 having an electric powertrain 108 with a solid motor shaft connected on one side to a first drive shaft 330 and on the other side to a second drive shaft 332. A first differential 334 connects the first drive shaft 330 to a pair of axles 302, which in turn connect to a pair of wheels 304. The wheels 304 are secured to the axles 302 via hub-type wheel connectors 486. Similarly, a second differential 336 connects the second drive shaft 332 to a pair of auxiliary axles 306, which in turn connect to a pair of auxiliary wheels 308. The auxiliary wheels 308 are secured to the auxiliary axles 306 via hub-type auxiliary wheel connectors 488. This means that the output torque provided by the electric motor 108 is distributed between the first differential 334 and the second differential 336, and more specifically, between the paired wheels 304 and the paired auxiliary wheels 308, thereby providing four-wheel drive with a single electric motor 108 as the sole prime mover. The paired wheels 304 are the rear wheels of the vehicle 300, while the paired auxiliary wheels 308 are the front wheels that provide steering.

[0497] The second drive shaft 332 has a first shaft portion 312 and a second shaft portion 314. The first shaft portion 312 is connected to the motor shaft 110 of the electric motor 108 and the clutch input portion 320 of the central clutch 318. The second shaft portion 314 is connected to the second differential 336 and the clutch output portion 322 of the central clutch 318. A hydraulic control system 212 is connected to the central clutch 318 and controls its operation. The central clutch 318 has a... Figure 24 The center clutch 318 in the embodiment has the same function.

[0498] Figure 34 It is based on Figure 15 This is a schematic diagram of an embodiment of a motorized road vehicle 300 comprising both an electric powertrain 98 and an auxiliary electric powertrain 298. The powertrain 98 has paired axles 302 that connect paired wheels 304 to the output shafts of a first torque converter 200 and a second torque converter 202 of the powertrain 98. The wheels 304 are secured to the axles 302 via hub-type wheel connectors 486. Similarly, it has paired auxiliary axles 306 that connect paired auxiliary wheels 308 to the output shafts of the first torque converter 200 and the second torque converter 202 of the auxiliary powertrain 298. The auxiliary wheels 308 are secured to the auxiliary axles 306 via hub-type auxiliary wheel connectors 488.

[0499] The hydraulic control system 212 is connected to the first torque converter 200 and the second torque converter 202 of the powertrain 98 and the first torque converter 200 and the second torque converter 202 of the auxiliary powertrain 298. Thus, the amount of torque provided by each wheel 304 and 308 can be individually controlled by the first torque converter 200 and the second torque converter 202, as well as the hydraulic control system 212, and the vehicle can selectively operate in front-wheel drive, rear-wheel drive, and four-wheel drive with active torque guidance in each mode.

[0500] In an alternative embodiment, according to Figure 22 or Figure 23 In one embodiment, the motor road vehicle 300 has an electric powertrain 98 and an auxiliary electric powertrain 298.

[0501] Figure 35 It is based on Figure 13 This is a schematic diagram of an embodiment of a motorized road vehicle 300 comprising an electric powertrain 98 and an auxiliary electric powertrain 298. The powertrain 98 has a pair of axles 302 that connect a pair of wheels 304 to the clutch output portions of the first clutch 132 and the second clutch 134 of the powertrain 98. The wheels 304 are secured to the axles 302 via hub-type wheel connectors 486. Similarly, it has a pair of auxiliary axles 306 that connect a pair of auxiliary wheels 308 to the clutch output portions of the first clutch 132 and the second clutch 134 of the auxiliary electric powertrain 298. The auxiliary wheels 308 are secured to the auxiliary axles 306 via hub-type auxiliary wheel connectors 488.

[0502] The hydraulic control system 212 is connected to the first clutch 132 and the second clutch 134 of the powertrain 98 and the auxiliary powertrain 298. In this way, the amount of torque provided by each wheel 304 and 308 can be individually controlled by the clutches 132 and 134 and the hydraulic control system 212 to provide torque-guided four-wheel drive on all wheels.

[0503] In an alternative embodiment, according to Figure 20 or Figure 21 In one embodiment, the motor road vehicle 300 has an electric powertrain 98 and an auxiliary electric powertrain 298.

[0504] Figure 36 This is a schematic diagram of an embodiment of a motorized road vehicle 300, which has an electric powertrain 98, the electric powertrain having a transmission system 408 and an electric motor 108, the electric motor having a stator (not shown) and a rotor (not shown).

[0505] The transmission system 408 has a final drive 410, which has an input shaft 428, a first output shaft 430, and a second output shaft 432 connected via a differential 184. The differential has a bevel gear 482 that converts torque received by the input shaft 428 into torque provided by the first output shaft 430, and a second output shaft 432 at a first gear ratio. A first axle 412 is connected to the first output shaft 430, and a second axle 414 is connected to the second output shaft 432. A first wheel 400 is secured to the first axle 412 via a wheel connector 486 in the form of a hub, and a second wheel 402 is connected to the second axle 414 via the wheel connector 486 in the form of a hub. This first pair of wheels is the rear wheel of the road vehicle 300.

[0506] The drivetrain 408 also includes an additional final drive 416 having an additional input shaft 434, a first additional output shaft 436, and a second additional output shaft 438 connected via a differential 184. The differential has a bevel gear 484 that converts torque received by the additional input shaft 434 into torque provided by the first additional output shaft 436, and a second additional output shaft 438 at a second gear ratio less than the first gear ratio. A first additional axle 418 is connected to the first additional output shaft 436, and a second additional axle 420 is connected to the second additional output shaft 438. A first additional wheel 404 is secured to the first additional axle 418 via an additional wheel connector 488 in the form of a hub, and a second additional wheel 406 is secured to the second additional axle 420 via an additional wheel connector 488 in the form of a hub. This second pair of wheels is the front steering wheel of the road vehicle 300.

[0507] The transmission system 408 also includes a center clutch 442 having a clutch input portion 136 and a clutch output portion 138, and an additional center clutch 462 having a clutch input portion 136 and a clutch output portion 138. Each clutch has (a) a disengaged state, in which there is no torque transmission between the clutch input portion 136 and the clutch output portion 138, (b) an engaged state, in which there is full torque transmission between the clutch input portion 136 and the clutch output portion 138, and (c) a slipping state, in which there is reduced torque transmission between the clutch input portion 136 and the clutch output portion 138. In (a) the disengaged state, the clutch input portion 136 and the clutch output portion 138 can rotate freely relative to each other without any dynamic friction. In (b) the engaged state, the clutch input portion 136 and the clutch output portion 138 are locked together. In (c) the slipping state, the clutch input portion 136 and the clutch output portion 138 can rotate relative to each other with dynamic friction.

[0508] Drive shaft 422 is connected to input shaft 428 of final drive 410 and additional input shaft 434 of additional final drive 416. Drive shaft 422 has the following characteristics: Figure 36 The arrangement shown includes a first shaft portion 444, a second shaft portion 446, a first auxiliary shaft portion 464, and a second auxiliary shaft portion 466. The second shaft portion 446 and the second auxiliary shaft portion 466 are respectively connected to the input shaft 428 and the auxiliary input shaft 434.

[0509] The first shaft portion 444 is connected to the rotor (not shown) of the electric motor 108 and the clutch input portion 136 of the center clutch 442. Similarly, the first auxiliary shaft portion 466 is connected to the rotor (not shown) of the electric motor 108 and the clutch input portion 136 of the auxiliary center clutch 462. The second shaft portion 446 is connected to the clutch output portion 138 of the center clutch 442 and the input shaft 428 of the final drive 410. The second auxiliary shaft portion 466 is connected to the clutch output portion 138 of the auxiliary center clutch 462 and the auxiliary input shaft 434 of the auxiliary final drive 416. This means that the electric motor 108 provides torque to the transmission system 408 between the final drive 410 and the auxiliary final drive 416, or more precisely, between the center clutch 442 and the auxiliary center clutch 462.

[0510] Therefore, when the central clutch 442 is in (b) engaged and the auxiliary central clutch 462 is in (a) disengaged, the road vehicle 300 has rear-wheel drive with a first gear ratio between the electric motor 108 wheel 400 and the first and second wheels 402. When the central clutch 442 is in (a) disengaged and the auxiliary central clutch 462 is in (b) engaged, the road vehicle 300 has front-wheel drive with a second gear ratio between the electric motor 108 and the first auxiliary wheel 404 and the second auxiliary wheel 406. When one of the central clutches 442 and 462 is in (b) engaged and the other is in (c) slipped, or when both central clutches 442 and 462 are slipped, the road vehicle 300 has four-wheel drive.

[0511] The powertrain 98 has a hydraulic control system 212 connected to the center clutch 442 and the auxiliary center clutch 462. The hydraulic control system individually controls the operation of the center clutches 442 and 462 and determines the state of the respective clutches 442 and 462.

[0512] The components of the transmission system 408, described as interconnected, are rotationally fixed and synchronized. Furthermore, all shafts and axles are rigid. This means there are no clutches, gears, or shifting mechanisms between the components. The central clutch 442 can be considered a clutch device, and the auxiliary central clutch 462 can be considered an auxiliary clutch device.

[0513] Figure 37 This is a schematic diagram of an embodiment of a motorized road vehicle 300, which has an electric powertrain 98, the electric powertrain having a transmission system 408 and an electric motor 108, the electric motor having a stator (not shown) and a rotor (not shown). This embodiment is similar to... Figure 36 The difference in this embodiment is that it lacks a center clutch 442, and the drive shaft 422 lacks a first shaft portion 444 and a second shaft portion 446. Instead, the transmission system 408 has a first clutch 448 and a second clutch 450, and a first additional shaft portion 464 is connected to the input shaft 428 of the final drive 410. Furthermore, the final drive 410 lacks a differential, and the first output shaft 430 and the second output shaft 430 together form a single rigid output shaft 440.

[0514] Each of the first clutch 448 and the second clutch 450 has a clutch input portion 136 and a clutch output portion 138, and is capable of operating in the same manner as the previous center clutch 442.

[0515] The first axle 412 has a first axle portion 452 and a second axle portion 454. The first axle portion 452 is connected to the first output shaft 430 of the final drive 410 and the clutch input portion 136 of the first clutch 448. The second axle portion 452 is connected to the clutch output portion 138 of the first clutch 448 and the first wheel 400.

[0516] Similarly, the second axle 414 has a first axle portion 456 and a second axle portion 458. The first axle portion 456 is connected to the second output shaft 432 of the final drive 410 and the clutch input portion 136 of the second clutch 450. The second axle portion 458 is connected to the clutch output portion 138 of the second clutch 450 and the second wheel 400.

[0517] The electric motor 108 provides torque to the drivetrain 408 between the final drive 410 and the additional final drive 416, or more precisely, between the final drive 410 and the additional center clutch 462.

[0518] Therefore, when the first clutch 448 and the second clutch 450 are in (b) engaged and the additional center clutch 462 is in (a) disengaged, the road vehicle 300 has rear-wheel drive with a first gear ratio between the electric motor 108 and the first wheel 400 and the second wheel 402. When the first clutch 448 and the second clutch 450 are in (a) disengaged and the additional center clutch 462 is in (b) engaged, the road vehicle 300 has front-wheel drive with a second gear ratio between the electric motor 108 and the first additional wheel 404 and the second additional wheel 406. Four-wheel drive is available when the first clutch 448 and the second clutch 450 are in (b) engaged and the additional center clutch 462 is in (c) slipped, and vice versa. It is also available when all clutches 448, 450, and 462 are in (c) slipped.

[0519] The hydraulic control system 212 is connected to the first clutch 448, the second clutch 450, and the auxiliary center clutch 462. The hydraulic control system individually controls the operation of clutches 448, 450, and 462.

[0520] The components of the transmission system 408, described as interconnected, are rotationally fixed and synchronized. Furthermore, all shafts and axles are rigid. This means there are no clutches, gears, or shifting mechanisms between the components. The first clutch 448 and the second clutch 450 can be considered as clutch devices, and the additional center clutch 462 can be considered as an auxiliary clutch device.

[0521] Figure 38 This is a schematic diagram of an embodiment of a motorized road vehicle 300, which has an electric powertrain 98, the electric powertrain having a transmission system 408 and an electric motor 108, the electric motor having a stator (not shown) and a rotor (not shown). This embodiment is similar to... Figure 36 The difference in this embodiment is that it lacks an additional center clutch 462, and the drive shaft 422 lacks a first additional shaft portion 464 and a second additional shaft portion 466. Instead, the transmission system 408 has a first additional clutch 468 and a second additional clutch 470, and a first shaft portion 444 is connected to an additional input shaft 434 of the additional final drive 416. Furthermore, the additional final drive 416 lacks a differential, and the first additional output shaft 436 and the second additional output shaft 438 together form a single rigid additional output shaft 441.

[0522] Each of the first auxiliary clutch 468 and the second auxiliary clutch 470 has a clutch input portion 136 and a clutch output portion 138, and is capable of operating in the same manner as the previous auxiliary center clutch 462.

[0523] The first additional axle 418 has a first axle portion 472 and a second additional axle portion 474. The first axle portion 472 is connected to the first additional output shaft 436 of the additional final drive 416 and the clutch input portion 136 of the first additional clutch 468. The second additional axle portion 472 is connected to the clutch output portion 138 of the first additional clutch 468 and the first additional wheel 404.

[0524] Similarly, the second additional axle 420 has a first additional axle portion 476 and a second additional axle portion 478. The first additional axle portion 476 is connected to the second additional output shaft 438 of the additional final drive 416 and the clutch input portion 136 of the second additional clutch 470. The second additional axle portion 478 is connected to the clutch output portion 138 of the second additional clutch 470 and the second additional wheel 406.

[0525] The electric motor 108 provides torque to the drivetrain 408 between the final drive 410 and the auxiliary final drive 416, or more precisely, between the auxiliary final drive 416 and the center clutch 442.

[0526] Therefore, when the first auxiliary clutch 468 and the second auxiliary clutch 470 are in (b) engaged and the center clutch 442 is in (a) disengaged, the road vehicle 300 has front-wheel drive with a second gear ratio between the electric motor 108 and the first auxiliary wheel 404 and the second auxiliary wheel 406. When the first auxiliary clutch 468 and the second auxiliary clutch 470 are in (a) disengaged and the center clutch 442 is in (b) engaged, the road vehicle 300 has rear-wheel drive with a first gear ratio between the electric motor 108 and the first wheel 400 and the second wheel 402. Four-wheel drive is available when the first auxiliary clutch 468 and the second auxiliary clutch 470 are in (b) engaged and the center clutch 442 is in (c) slipped, and vice versa. It is also available when all clutches 442, 468, and 470 are in (c) slipped.

[0527] The hydraulic control system 212 is connected to the first auxiliary clutch 468, the second auxiliary clutch 470, and the center clutch 442. The hydraulic control system individually controls the operation of clutches 442, 468, and 470.

[0528] The components of the transmission system 408, described as interconnected, are rotationally fixed and synchronized. Furthermore, all shafts and axles are rigid. This means there are no clutches, gears, or shifting mechanisms between the components. The central clutch 442 can be considered a clutch device, and the first auxiliary clutch 468 and the second auxiliary clutch 470 can be considered auxiliary clutch devices.

[0529] Figure 39 This is a schematic diagram of an embodiment of a motorized road vehicle 300, which has an electric powertrain 98, the electric powertrain having a transmission system 408 and an electric motor 108, the electric motor having a stator (not shown) and a rotor (not shown). This embodiment is similar to... Figure 37 The difference in this embodiment is that it lacks an additional center clutch 462, and the drive shaft 422 lacks a first additional shaft portion 464 and a second additional shaft portion 466. This means that the drive shaft 422 lacks shaft portions 444, 446, 464, and 466. Instead, the transmission system 408 has a first additional clutch 468 and a second additional clutch 470, and the drive shaft 422 is rigid and is connected to the input shaft 428 of the final drive 410 and the additional input shaft 434 of the additional final drive 416, respectively. Furthermore, the additional final drive 416 lacks a differential, and the first additional output shaft 436 and the second additional output shaft 438 together form a single rigid additional output shaft 441.

[0530] Each of the first auxiliary clutch 468 and the second auxiliary clutch 470 has a clutch input portion 136 and a clutch output portion 138, and is capable of operating in the same manner as the previous auxiliary center clutch 462.

[0531] and Figure 38 Similar to the embodiment, the first additional axle 418 has a first axle portion 472 and a second additional axle portion 474. The first axle portion 472 is connected to the first additional output shaft 436 of the additional final drive 416 and the clutch input portion 136 of the first additional clutch 468. The second additional axle portion 472 is connected to the clutch output portion 138 of the first additional clutch 468 and the first additional wheel 404.

[0532] The second additional axle 420 has a first additional axle portion 476 and a second additional axle portion 478. The first additional axle portion 476 is connected to the second additional output shaft 438 of the additional final drive 416 and the clutch input portion 136 of the second additional clutch 470. The second additional axle portion 478 is connected to the clutch output portion 138 of the second additional clutch 470 and the second additional wheel 406.

[0533] Torque is provided by electric motor 108 to the transmission system 408 between final drive 410 and additional final drive 416.

[0534] Therefore, when the first clutch 448 and the second clutch 450 are in (b) engaged and the first auxiliary clutch 468 and the second auxiliary clutch 470 are in (a) disengaged, the road vehicle 300 has rear-wheel drive with a first gear ratio between the electric motor 108 and the first wheel 400 and the second wheel 402. When the first clutch 448 and the second clutches 448 and 450 are in (a) disengaged and the first auxiliary clutch 468 and the second auxiliary clutch 470 are in (b) engaged, the road vehicle 300 has front-wheel drive with a second gear ratio between the electric motor 108 and the first auxiliary wheel 404 and the second auxiliary wheel 406. Four-wheel drive is available when the first clutch 448 and the second clutch 450 are in (b) engaged and the first auxiliary clutch 468 and the second auxiliary clutch 470 are in (c) slipped, and vice versa. It is also available when all clutches 448, 450, 468, and 470 are in (c) slipped.

[0535] The hydraulic control system 212 is connected to the first clutch 448 and the second clutch 450, as well as the first auxiliary clutch 468 and the second auxiliary clutch 470. The hydraulic control system individually controls the operation of clutches 448, 450, 468, and 470.

[0536] The components of the drivetrain 408, described as interconnected, are rotationally fixed and synchronized. Furthermore, all shafts and axles are rigid. This means there are no clutches, gears, or shifting mechanisms between the components. For example, the drive shaft 422 is rigid as a whole and is not interrupted by any functional components (such as reduction gears or clutches) between the final drive 410 and the additional final drive 416. The first clutch 448 and the second clutch 450 can be considered as clutch devices, and the first additional clutch 468 and the second additional clutch 470 can be considered as additional clutch devices.

[0537] Figure 40 This is a schematic diagram of an embodiment of a motorized road vehicle 300, which has an electric powertrain 98, the electric powertrain having a transmission system 408 and an electric motor 108, the electric motor having a stator (not shown) and a rotor (not shown). This embodiment is similar to... Figure 39 The difference in this embodiment is that the rotor (not shown) of the electric motor 108 is connected to the first axle portion 452 of the first axle 412. This means that the electric motor 108 provides torque to the drivetrain 408 between the final drive 410 and the first wheel 400, or more precisely, between the final drive 410 and the first clutch 448. The final drive 410 has no differential and a single rigid output shaft 440. This means that the rotor (not shown) of the electric motor and the clutch input portion 136 of the second clutch 450 are rotationally fixed and synchronized.

[0538] Operation of clutches 448, 450, 468, and 470 and related information Figure 38 The embodiments described are the same.

[0539] Figure 41 This is a schematic diagram of an embodiment of a motorized road vehicle 300, which has an electric powertrain 98, the electric powertrain having a transmission system 408 and an electric motor 108, the electric motor having a stator (not shown) and a rotor (not shown). This embodiment is similar to... Figure 39 The difference in this embodiment is that the powertrain 98 has an additional electric motor 480 connected to the first axle portion 456 of the second axle 414. This means that the additional electric motor 480 provides torque to the drivetrain 408 between the final drive 410 and the second wheel 402, or more precisely, between the final drive 410 and the second clutch 448. The final drive 410 does not have a differential and a single rigid output shaft 440. This means that the rotor of the electric motor (not shown) and the clutch input portion 136 of the second clutch 450 are rotationally fixed and synchronized, and the torque provided by the additional electric motor 480 is simply added to the torque provided by the electric motor 108.

[0540] Operation of clutches 448, 450, 468, and 470 and related information Figure 38 The embodiments described are the same.

[0541] Figure 42 This is a schematic diagram of an embodiment of a motorized road vehicle 300, which has an electric powertrain 98, the electric powertrain having a transmission system 408 and an electric motor 108, the electric motor having a stator (not shown) and a rotor (not shown). This embodiment is similar to... Figure 36 The difference in the embodiments is that the motor 108 has been constructed as described above. Figure 4 The drive assembly 350 is replaced by a torque converter 100. The output shaft 108 of the torque converter 100 forms part of the drive shaft 422. A first shaft portion 444 is connected to the output shaft 108 on a first side 356 of the drive assembly 350, and a first additional shaft portion 464 is connected to the output shaft 108 on a second side 358. Thus, the transmission system 408 is configured to distribute torque from the drive assembly 408 to the paired wheel connectors 346 and the paired additional wheel connectors 348. A hydraulic control system 212 is connected to the torque converter 100 of the drive assembly and controls its function.

[0542] Figure 43 This is a schematic diagram of an embodiment of a motorized road vehicle 300, which has an electric powertrain 98, the electric powertrain having a transmission system 408 and an electric motor 108, the electric motor having a stator (not shown) and a rotor (not shown). This embodiment is similar to... Figure 39 The difference in the embodiments is that the motor 108 has been constructed as described above. Figure 4 The drive assembly 350 is replaced by a torque converter 100. The output shaft 108 of the torque converter 100 forms part of the drive shaft 422. A first side 356 of the drive assembly 350 faces the final drive 410, and a second side 358 of the drive assembly faces the auxiliary final drive 416. Thus, the drivetrain 408 is configured to distribute torque from the drive assembly 408 to the paired wheel connectors 346 and the paired auxiliary wheel connectors 348. A hydraulic control system 212 is connected to the torque converter 100 of the drive assembly and controls its function.

[0543] In each of the above embodiments of the motor vehicle 300, the powertrain 98 has an energy storage device 338 in the form of a battery. The energy storage device is coupled to an inverter 340 that forms part of the powertrain 98. The inverter 340 is then coupled to the electric motor 108 of the powertrain 98. If the vehicle 300 has an additional powertrain 298, the additional powertrain has an additional inverter 342 that is coupled to the energy storage device 338 and the electric motor 108 of the additional powertrain 298. Similarly, if the powertrain 98 has an additional electric motor 480, it also has an additional inverter 342 that is coupled to the energy storage device 338 and the additional electric motor 480. If the powertrain 98 has a third electric motor 326, it also has a third inverter 344 that is coupled to the energy storage device 338 and the third electric motor 326. This means that the same energy storage device 338 provides power to all the electric motors 108 and 326 in the electric vehicle 300. Different inverters 340, 342, and 344 control the operation of the electric motors 108 and 326 connected to them, and can operate independently of each other. Thus, if the motor vehicle 300 has a powertrain 98 and an auxiliary powertrain 298, it can selectively operate in front-wheel drive, rear-wheel drive, or four-wheel drive.

[0544] List of reference numerals 10 Torque Converter 12. Rear end of the first end of the torque converter 14. Front end of the second terminal of the torque converter 16 Output shafts 18 lids 20 Back cover section 22 Front Cover Section 24 Rear Axle Holes 26 Impeller 28 Turbo 30 stators 32. The rear shaft section or the first shaft section of the output shaft. 34. Central axis section 36. The front or second shaft section of the output shaft 38 Front axle bore 40 Stator support component 42 Flywheel 44 Input Axis 46 Input shaft hole 48. Rear opening of the input shaft hole 50 Front opening of the input shaft hole 52 Torque Input Hub 54 (torque converter) clutch 56 Stator support hole 58. Rear opening of the stator support hole 60 Front opening of stator support hole 62 rear radial rolling bearing 64 Dampers 66 Piston 68 Friction disc 70-axis conduit 72. Axis of rotation 98 Electric Powertrain 100 Torque Converter (Dual Output) 102 The rear end or first end of the torque converter 104 The front or second end of the torque converter 106 Output Shaft 108 electric motors 110 motor shaft 112 Input shaft of torque converter 114 Torque Converter Cover 116 Motor shaft hole 118 Front opening of motor shaft hole Rear opening of the 120 motor shaft hole 122 Stator 124 rotors 126 Casing 128 Motor partition in the housing 130 radial rolling bearing 132 First Clutch 134 Second Clutch 136 Clutch Input Section 138 Clutch Output Section The rear shaft portion or first shaft portion of the output shaft of the 140 torque converter. 142 The front or second shaft portion of the torque converter's output shaft 144 First Clutch Partition 146 First radial rolling bearing 148 Second Clutch Partition 150 Second Radial Rolling Bearing 152 Bevel Gear Assembly 154 Gear Input Shaft 156 Gear Output Shaft 158 bevel gears The first end of the 160 gear output shaft 162 The second end of the gear output shaft 164 Bevel gear partition 166 Radial Rolling Bearing 168 Motor partition 170 Torque Converter (Single Output) 172 Backend 174 Frontend 176 Output Shaft 178 Torque converter partition 180 radial rolling bearing 182 shaft guide tube 184 Differential 186 Gear Input Shaft 188 First gear output shaft 190 Second gear output shaft 192 The first shaft section of the motor shaft 194 The first side of the motor 196 The second shaft section of the motor shaft 198 The second side of the motor 200 First Torque Converter 202 Second Torque Converter 204 First torque converter partition 206 First radial rolling bearing 208 Second torque converter partition 210 Second radial rolling bearing 212 Hydraulic Control System 214 Pressure conduit 216 Reduction Gear Set 218 Reduction Gear Input Section 220 reduction gear output section 222 Sun Gear 224 Planetary Carrier 226 Planetary Gears 228 gear ring 230 Reduction Gear Hole 232 Front opening 234 Opening 236 First Reduction Gear Set 238 Second Reduction Gear Set 298 Additional Electric Powertrain 300 motor road vehicles 302 Axle 304 wheels 306 Additional Axle 308 Additional Wheels 310 drive shaft 312 First shaft section of drive shaft 314 Second shaft section of drive shaft 316 Additional Differential 318 Center Clutch 320 Clutch Input Section 322 Clutch Output Section 324 Additional bevel gear assembly 326 Third Electric Motor 328 motor shaft 330 First Drive Shaft 332 Second Drive Shaft 334 First Differential 336 Second Differential 338 Energy Storage 340 inverter 342 Additional Inverter 344 Third Inverter 346 First Wheel Connector 348 Second Wheel Connector 350 driver components 356 First side of the drive component The second side of the 358 drive component 360 First Hole 362 Second Hole 400 First Wheel 402 Second Wheel 404 First Additional Wheel 406 Second Additional Wheel 408 Drivetrain 410 Final Drive 412 First wheel axle 414 Second Axle 416 Additional final drive 418 First Additional Axle 420 Second Additional Axle 422 drive shaft 424 Clutch assembly 426 Additional clutch device 428 Input shaft of final drive 430 First output shaft of the final drive 432 Second output shaft of the final drive 434 Additional input shaft for additional final drive 436 First additional output shaft for additional final drive 438 Second additional output shaft for additional final drive 440 Single Output Shaft 441 Single Additional Output Shaft 442 Center Clutch 444 First shaft section of drive shaft 446 Second shaft section of drive shaft 448 First Clutch 450 Second Clutch 452 First wheel axle section 454 The second axle section of the first axle 456 The first axle section of the second axle 458 Second wheel axle section 462 Additional center clutch 464 First Additional Shaft Section 466 Second Additional Shaft Section 468 First Additional Clutch 470 Second Additional Clutch 472 First axle section of the first additional axle 474 The second axle section of the first additional axle 476 The first axle section of the second additional axle 478 Second Axle Section of the Second Additional Axle 480 Additional Electric Motor 482 Bevel gear in the final drive 484. Additional bevel gear for final drive 486 Wheel Connector 488 Additional wheel connector.

Claims

1. An electric vehicle drive system, comprising: An electric motor (108) is configured to provide torque via at least one drive shaft (310; 422); A front bevel gear assembly (324; 416) is operably coupled to the drive shaft (310; 422) to provide torque to the front wheel axle half shaft (306; 418, 420); A rear bevel gear assembly (152; 410) is operably coupled to the drive shaft (310; 422) to provide torque to the rear wheel axle half shaft (302; 412, 414); Four independent clutch assemblies, including: The left front clutch (132; 468) and the right front clutch (134; 470) are mechanically connected to the corresponding front axle half-shafts (306; 418, 420), and The left rear clutch (132; 448) and the right rear clutch (134; 450) are mechanically connected to the corresponding rear wheel axle half shafts (302; 412, 414). Each of the four independent clutch assemblies (132, 134; 448, 450, 468, 470) is configured to selectively engage or deslide to provide torque to its associated hub (346, 348; 486, 488); and The controller includes a hydraulic control system (212) configured to generate control signals to independently adjust the slip of each of the four clutch assemblies, thereby achieving wheel-level torque guidance.

2. The transmission system of claim 1, wherein, The electric motor (108) is the sole prime mover of the transmission system.

3. The transmission system of any one of claims 1 or 2, wherein, The electric motor (108) is a permanent magnet motor.

4. A transmission system according to any one of the preceding claims, wherein, Each of the four independent clutch assemblies has: In the disengaged state, the clutch input and clutch output are unlocked and can rotate at different speeds. In the sliding state, the clutch input end and the clutch output end are partially locked together by dynamic friction and are able to rotate at different speeds; as well as In the engaged state, the clutch input and clutch output are locked together by static friction and rotate at the same speed.

5. A transmission system according to any one of the preceding claims, wherein, The controller includes a hydraulic control system (212) operably connected to each of the four independent clutch assemblies and configured to control the operation of the clutch assemblies by supplying hydraulic fluid.

6. The transmission system of claim 5, wherein, The hydraulic control system (212) is also configured to cool and lubricate the four independent clutch assemblies by supplying the hydraulic fluid.

7. The drivetrain of any preceding claim, further comprising a torque converter (100) centered on a motor shaft (110) of the electric motor (108) to form a drive assembly (350), wherein, The torque converter (100) is configured to receive torque from the electric motor (108) and transmit torque to the drive shaft.

8. The transmission system of claim 7, wherein, The torque converter (10, 100) includes: Cover (18); Impeller (26) supported by the cover (18); A turbine (28) is arranged within an enclosed space formed by the cover (18) and the impeller (26), the turbine (28) being fixed to the output shaft (16, 106) of the torque converter; and A stator (30) is arranged between the impeller (26) and the turbine (28).

9. The transmission system of claim 8, wherein, The torque converter (10, 100) also includes an internally hydraulically operated lock-up clutch (54) configured to operatively connect the cover (18) and the output shaft (16, 106).

10. The transmission system of claim 8 or 9, wherein, The torque converter (10, 100) also includes a stator support (40) that rotatably supports the stator (30) relative to the stator support (40) via a flywheel (42), wherein the stator support (40) is configured to remain stationary relative to the surrounding cover (126).

11. The transmission system of claim 9, wherein, The hydraulic control system (212) is operatively connected to both the torque converter (100) and the four independent clutch assemblies, and wherein the same hydraulic fluid is used to operate and cool the lock-up clutch (54) of the torque converter and the four independent clutch assemblies.

12. The transmission system according to claim 7, wherein, The drive assembly (350) further includes a reduction gear set (216) configured as a planetary gear set including a sun gear (222), planetary gears (226), a ring gear (228) and a planet carrier (224), wherein the reduction gear set (216) is configured to reduce the rotational speed of the shaft of the electric motor (108) to a lower speed transmitted to the torque converter (100).

13. The transmission system according to any one of the preceding claims, further comprising: An energy storage device in the form of a battery (338), and An inverter (340) operably connects the energy storage device (338) to the motor (108), wherein the inverter (340) is configured to control the operation of the motor (108) by converting direct current (DC) from the battery to alternating current (AC).

14. The transmission system according to claim 1, further comprising a third electric motor (326) having a motor shaft (328) operably connected to the rear bevel gear assembly (152), wherein, The third electric motor (326) is an induction motor configured to provide additional torque.

15. The drive system according to claim 14, further comprising a third inverter (344) operably connecting the energy storage device (338) to the third motor (326), wherein, The inverter (340) and the third inverter (344) are configured to operate independently of each other.

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