POWERTRAIN FOR AN ELECTRIC VEHICLE

Abstract

An electric powertrain (98) for an automotive road vehicle (300) is proposed, the powertrain (98) comprises: a drive assembly (350) comprising: an electric motor (108) and a torque converter (100). The torque converter (100) comprises an output shaft (106) and is configured to receive torque from the electric motor (108) and to deliver torque via the output shaft (106). The drive assembly (350) has a first side (356) and an opposite second side (358), the electric motor (108) and the torque converter (100) are centered on the output shaft (106), and the output shaft (106) extends through the drive assembly (350) and is accessible for delivering torque on both the first side (356) and the second side (358) of the drive assembly (350).

Claims

1-15: (canceled)

16. An electric powertrain for an automotive road vehicle, the powertrain comprising: a drive assembly comprising an electric motor and a torque converter, wherein the torque converter comprises an output shaft and is configured to receive torque from the electric motor and to deliver torque via the output shaft, wherein the drive assembly has a first side and an opposite second side, wherein the electric motor and the torque converter are centered on the output shaft, and wherein the output shaft extends through the drive assembly and is accessible for delivering torque on both the first side and the second side of the drive assembly.

17. The electric powertrain according to claim 16, wherein the output shaft has a first shaft portion and a coaxial second shaft portion, wherein the first shaft portion is accessible from the first side of the drive assembly and the second shaft portion is accessible from the second side of the drive assembly, wherein the powertrain further comprises a first wheel connector configured for connecting to a first wheel and a second wheel connector configured for connecting to a second wheel, wherein the first wheel connector is operationally connected to the first shaft portion, and the second wheel connector is operationally connected to the second shaft portion.

18. The electric powertrain according to claim 16, wherein the torque converter has a first end and a second end, wherein the output shaft extends from the first end and the second end, wherein the torque converter is configured to receive an input torque at the first end and to deliver an output torque via the output shaft, and wherein the torque converter comprises an impeller and a turbine, the impeller being located closer to the second end than is the turbine, and the turbine being located closer to the first end than is the impeller, the turbine being fixed to the output shaft.

19. The electric powertrain according to claim 16, wherein the powertrain further comprises a first clutch having a first clutch input and a first clutch output, and a second clutch having a second clutch input and a second clutch output, wherein the first clutch input and the second clutch input are coupled to the output shaft, and wherein the first clutch and the second clutch are positioned on opposite sides of the drive assembly in the powertrain.

20. The electric powertrain according to claim 16, wherein the powertrain further comprises a bevel gear assembly comprising a gear input shaft, a gear output shaft that is transverse to the gear input shaft and has a first end and a second end, and a bevel gear operationally connecting the gear input shaft and the gear output shaft, wherein the first end and the second end of the gear output shaft are on opposite sides of the bevel gear, and wherein the gear input shaft is connected to the output shaft of the torque converter.

21. The electric powertrain according to claim 16, wherein the powertrain further comprises 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.

22. The electric powertrain according to claim 16, wherein the drive assembly further comprises a reduction gear set having a reduction gear input and a reduction gear output, wherein the reduction gear set is configured to reduce a first rotational speed of the reduction gear input to a lower second rotational speed of the reduction gear output, wherein the reduction gear input is coupled to the electric motor, and wherein the reduction gear output is coupled to the torque converter.

23. The electric powertrain according to claim 16, wherein the powertrain further comprises a first reduction gear set and a second reduction gear set, wherein the first reduction gear set includes a first reduction gear input and first reduction gear output and the second reduction gear set includes a second reduction gear input and a second reduction gear output, wherein the first reduction gear set is configured to reduce a first rotational speed of the first reduction gear input to a lower second rotational speed of the first reduction gear output and the second reduction gear set is configured to reduce a first rotational speed of the second reduction gear input to a lower second rotational speed of the second reduction gear output, wherein the first reduction gear set is positioned on the first side of the drive assembly in the powertrain, and wherein the second reduction gear set is positioned on the second side of the drive assembly in the powertrain.

24. The electric powertrain according to claim 16, wherein the powertrain further comprises a drivetrain coupled to the output of the shaft of the torque converter, wherein the drivetrain comprises first and second pairs of wheel connectors and is configured to distribute torque from the output shaft to the first and second pairs of wheel connectors, wherein the drivetrain further comprises: a first final drive configured to convert torque at a first gear ratio; a first wheel axle coupling the final drive and a first one of the first pair of wheel connectors; a second wheel axle coupling the final drive and a second one of the first pair of wheel connectors; a second final drive configured to convert torque at a second gear ratio that is different from the first gear ratio; a first additional wheel axle coupling the second final drive and a first one of the second pair of wheel connectors; a second additional wheel axle coupling the final drive and a second one of the second pair of wheel connectors; a drive shaft connecting the first final drive and the second final drive; a first clutch arrangement operable in a first state connecting the first pair of wheel connectors to a torque supply from the output shaft of the torque converter and in a second state disconnecting the first pair of wheel connectors from the torque supply; and a second clutch arrangement operable in an engaged state connecting the second pair of wheel connectors to the torque supply and in an unengaged state disconnecting the second pair of wheel connectors from the torque supply.

25. The electric powertrain according to claim 24, wherein: the first clutch arrangement is configured to operate in a slipping state in which the first pair of wheel connectors are slipping relative to the output shaft of the torque converter; and the second clutch arrangement is configured to operate in a slipping state in which the second pair of wheel connectors are slipping relative to the output shaft of the torque converter.

26. The electric powertrain according to claim 24, wherein the first clutch arrangement comprises a center clutch positioned in the drivetrain between the first final drive and the second final drive, wherein the center clutch is configured to operatively move the first and second clutch arrangements between their respective engaged and unengaged states.

27. The electric powertrain according to claim 24, wherein the first clutch arrangement comprises a first clutch positioned in the drivetrain between the final drive and one of the first pair of wheel connectors, and a second clutch positioned in the drivetrain between the first final drive and the second pair of wheel connectors, wherein the first clutch and the second clutch are configured to operatively move the first and second clutch arrangements, respectively, between their respective engaged and unengaged states.

28. The electric powertrain according to claim 24, wherein the drive assembly is positioned in the drivetrain between the first final drive and the second final drive.

29. The electric powertrain according to claim 24, wherein the drive assembly is positioned in the drivetrain between the first final drive and one of the first pair of wheel connectors.

30. An automotive road vehicle including a powertrain, wherein the powertrain comprises: a drive assembly comprising an electric motor and a torque converter, wherein the torque converter comprises an output shaft and is configured to receive torque from the electric motor and to deliver torque via the output shaft, wherein the drive assembly has a first side and an opposite second side, wherein the electric motor and the torque converter are centered on the output shaft, and wherein the output shaft extends through the drive assembly and is accessible for delivering torque on both the first side and the second side of the drive assembly.

31. The automotive road vehicle according to claim 30, wherein the output shaft has a first shaft portion and a coaxial second shaft portion, wherein the first shaft portion is accessible from the first side of the drive assembly and the second shaft portion is accessible from the second side of the drive assembly, wherein the powertrain further comprises a first wheel connector configured for connecting to a first wheel and a second wheel connector configured for connecting to a second wheel, wherein the first wheel connector is operationally connected to the first shaft portion, and the second wheel connector is operationally connected to the second shaft portion.

32. The automotive road vehicle according to claim 30, wherein the torque converter has a first end and a second end, wherein the output shaft extends from the first end and the second end, wherein the torque converter is configured to receive an input torque at the first end and to deliver an output torque via the output shaft, and wherein the torque converter comprises an impeller and a turbine, the impeller being located closer to the second end than is the turbine, and the turbine being located closer to the first end than is the impeller, the turbine being fixed to the output shaft.

33. The automotive road vehicle according to claim 30, wherein the powertrain further comprises a first clutch having a first clutch input and a first clutch output, and a second clutch having a second clutch input and a second clutch output, wherein the first clutch input and the second clutch input are coupled to the output shaft, and wherein the first clutch and the second clutch are positioned on opposite sides of the drive assembly in the powertrain.

34. The automotive road vehicle according to claim 30, wherein the powertrain further comprises a bevel gear assembly comprising a gear input shaft, a gear output shaft that is transverse to the gear input shaft and has a first end and a second end, and a bevel gear operationally connecting the gear input shaft and the gear output shaft, wherein the first end and the second end of the gear output shaft are on opposite sides of the bevel gear, and wherein the gear input shaft is connected to the output shaft of the torque converter.

35. The automotive road vehicle according to claim 30, wherein the powertrain further comprises 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.

36. The automotive road vehicle according to claim 30, wherein the drive assembly further comprises a reduction gear set having a reduction gear input and a reduction gear output, wherein the reduction gear set is configured to reduce a first rotational speed of the reduction gear input to a lower second rotational speed of the reduction gear output, wherein the reduction gear input is coupled to the electric motor, and wherein the reduction gear output is coupled to the torque converter.

37. The automotive road vehicle according to claim 30, wherein the powertrain further comprises a first reduction gear set having a first reduction gear input and a first reduction gear output, and a second reduction gear set having a second reduction gear input and a second reduction gear output, wherein the first reduction gear set is configured to reduce a first rotational speed of the first reduction gear input to a lower second rotational speed of the first reduction gear output and the second reduction gear set is configured to reduce a first rotational speed of the second reduction gear input to a lower second rotational speed of the second reduction gear output, wherein the first reduction gear set is positioned on the first side of the drive assembly in the powertrain, and wherein the second reduction gear set is positioned on the second side of the drive assembly in the powertrain.

38. The automotive road vehicle according to claim 30, wherein the powertrain further comprises a drivetrain coupled to the output of the shaft of the torque converter, wherein the drivetrain comprises first and second pairs of wheel connectors and is configured to distribute torque from the output shaft to the first and second pairs of wheel connectors, wherein the drivetrain further comprises: a first final drive configured to convert torque at a first gear ratio; a first wheel axle coupling the final drive and a first one of the first pair of wheel connectors; a second wheel axle coupling the final drive and a second one of the first pair of wheel connectors; a second final drive configured to convert torque at a second gear ratio that is different from the first gear ratio; a first additional wheel axle coupling the second final drive and a first one of the second pair of wheel connectors; a second additional wheel axle coupling the final drive and a second one of the second pair of wheel connectors; a drive shaft connecting the first final drive and the second final drive; a first clutch arrangement operable in an engaged state connecting the first pair of wheel connectors to a torque supply from the from the output shaft of the torque converter, and in an unengaged state disconnecting the first pair of wheel connectors from the torque supply; and a second clutch arrangement operable in an engaged state connecting the second pair of wheel connectors to the torque supply from the output shaft of the torque converter, and in an unengaged state disconnecting the second pair of wheel connectors from the torque supply.

39. The automotive road vehicle according to claim 38, wherein: the first clutch arrangement is configured to operate in a slipping state in which the first pair of wheels connectors are slipping relative to the output shaft of the torque converter; and the second clutch arrangement is configured to operate in a slipping state in which the second pair of wheel connectors are slipping relative to the output shaft of the torque converter.

40. The automotive road vehicle according to claim 38, wherein the first clutch arrangement comprises a center clutch positioned in the drivetrain between the first final drive and the second final drive, wherein the center clutch is configured to operatively move the first and second clutch arrangements between their respective engaged and unengaged states.

41. The automotive road vehicle according to claim 38, wherein the first clutch arrangement comprises a first clutch positioned in the drivetrain between the final drive and one of the first air of wheel connectors, and a second clutch positioned in the drivetrain between the first final drive and the second pair of wheel connectors, wherein the first clutch and the second clutch are configured to operatively move the first and second clutch arrangements, respectively, between their respective engaged and unengaged states.

42. The automotive road vehicle according to claim 38, wherein the drive assembly is positioned in the drivetrain between the first final drive and the second final drive.

43. The automotive road vehicle according to claim 38, wherein the drive assembly is positioned in the drivetrain between the first final drive and one of the first pair of wheel connectors.

Description

BRIEF DESCRIPTION OF DRAWINGS

[0357] Different embodiments of the proposed technologies are presented with reference to the figures.

[0358] FIG. 1 is a cross sectional view of an embodiment of a reverse single-output torque converter with an output shaft only at the rear end.

[0359] FIG. 2 is a cross sectional view of an embodiment of a dual-output torque converter having an output shaft at the rear end and the front end.

[0360] FIG. 3 is a cross sectional view of an alternative embodiment of a dual-output torque converter having a dampener.

[0361] FIG. 4 is a cross sectional view of an embodiment of an electric powertrain with a dual-output torque converter.

[0362] FIG. 5 is a cross sectional view of an embodiment of a linear electric powertrain with a dual-output torque converter having a first clutch at the rear end and a second clutch at the front end.

[0363] FIG. 6 is a cross sectional view of an embodiment of a bevel gear assembly.

[0364] FIG. 7 is a cross sectional view of an embodiment of an electric powertrain with a bevel gear assembly.

[0365] FIG. 8 is a cross sectional view of an embodiment of an electric powertrain with a bevel gear assembly and a single-output torque converter.

[0366] FIG. 9 is a cross sectional view of an embodiment of an electric powertrain with a bevel gear assembly and a dual-output torque converter.

[0367] FIG. 10 is a cross sectional view of an embodiment of an electric powertrain with a bevel gear assembly and a dual-output torque converter in an alternative configuration.

[0368] FIG. 11 is a cross sectional view of an embodiment of an electric powertrain with a differential and a single-output torque converter.

[0369] FIG. 12 is a cross sectional view of an embodiment of an electric powertrain with a differential and a dual-output torque converter.

[0370] FIG. 13 is a cross sectional view of an embodiment of a linear electric powertrain with an electric motor having a first clutch at a first side and a second clutch at a second side.

[0371] FIG. 14 is a cross sectional view of an embodiment of an electric powertrain with a dual-output electric motor and a bevel gear assembly.

[0372] FIG. 15 is a cross sectional view of an embodiment of a linear electric powertrain with an electric motor having a first single-output torque converter at a first side and a second single-output torque converter at a second side.

[0373] FIG. 15 is a cross sectional view of an embodiment of a linear electric powertrain with an electric motor having a first single-output torque converter at a first side and a second single-output torque converter at a second side.

[0374] FIG. 16 is a cross sectional view of an embodiment of an electric powertrain with a dual-output torque converter having single internal reduction gear.

[0375] FIG. 17 is a cross sectional view of an embodiment of an electric powertrain with a dual-output torque converter having dual external reduction gears.

[0376] FIG. 18 is a cross sectional view of an embodiment of a linear electric powertrain with a dual-output torque converter having a first clutch at the rear end and a second clutch at the front end and fitted with dual internal reduction gears.

[0377] FIG. 19 is a cross sectional view of an embodiment of a linear electric powertrain with a dual-output torque converter having a first clutch at the rear end and a second clutch at the front end and fitted with dual external reduction gears.

[0378] FIG. 20 is a cross sectional view of an embodiment of a linear electric powertrain with an electric motor having a first clutch at a first side and a second clutch at a second side and fitted with dual internal reduction gears.

[0379] FIG. 21 is a cross sectional view of an embodiment of a linear electric powertrain with an electric motor having a first clutch at a first side and a second clutch at a second side and fitted with dual internal reduction gears.

[0380] FIG. 22 is a cross sectional view of an embodiment of a linear electric powertrain with an electric motor having a first single-output torque converter at a first side and a second single-output torque converter at a second side and fitted with dual internal reduction gears.

[0381] FIG. 23 is a cross sectional view of an embodiment of a linear electric powertrain with an electric motor having a first single-output torque converter at a first side and a second single-output torque converter at a second side and fitted with dual external reduction gears.

[0382] FIG. 24 is a schematic view of an embodiment of an automotive road vehicle with an electric powertrain according to the embodiment of FIG. 12.

[0383] FIG. 25 is a schematic view of an embodiment of an automotive road vehicle with an electric powertrain according to the embodiment of FIG. 9.

[0384] FIG. 26 is a schematic view of an embodiment of an automotive road vehicle with an electric powertrain according to the embodiment of FIG. 9 and a bevel gear assembly according to o the embodiment of FIG. 6.

[0385] FIG. 27 is a schematic view of an embodiment of an automotive road vehicle with dual electric powertrains according to the embodiment of FIG. 5.

[0386] FIG. 28 is a schematic view of an embodiment of an automotive road vehicle with an electric powertrain according to the embodiment of FIG. 8 connected to the rear wheels.

[0387] FIG. 29 is a schematic view of an embodiment of an automotive road vehicle with an electric powertrain according to the embodiment of FIG. 8 connected to the front wheels.

[0388] FIG. 30 is a schematic view of an embodiment of an automotive road vehicle with electric powertrains according to the embodiment of FIG. 8 connected to the rear wheels and the front wheels.

[0389] FIG. 31 is a schematic view of an embodiment of an automotive road vehicle with an electric powertrain according to the embodiment of FIG. 8 and a tertiary electric motor connected to the rear wheels and an electric powertrain according to the embodiment of FIG. 8 connected to the front wheels.

[0390] FIG. 32 is a schematic view of an embodiment of an automotive road vehicle with an electric powertrain according to the embodiment of FIG. 11 connected to the rear wheels and the front wheels.

[0391] FIG. 33 is a schematic view of an embodiment of an automotive road vehicle with an electric motor having a solid motors shaft connected on one side to a first drive shaft and on the other side to a second drive shaft.

[0392] FIG. 34 is a schematic view of an embodiment of an automotive road vehicle with dual electric powertrains according to the embodiment of FIG. 15.

[0393] FIG. 35 is a schematic view of an embodiment of an automotive road vehicle with dual electric powertrains according to the embodiment of FIG. 13.

[0394] FIG. 36 is a schematic view of an embodiment of an automotive road vehicle with an electric powertrain having final drives with different gear ratios, a single electric motor on the drive shaft, and two center clutches on the drive shaft.

[0395] FIG. 37 is a schematic view of an embodiment of an automotive road vehicle with an electric powertrain having final drives with different gear ratios, a single electric motor on the drive shaft, a center clutch, and first and second clutches on the rear wheel axles.

[0396] FIG. 38 is a schematic view of an embodiment of an automotive road vehicle with an electric powertrain having final drives with different gear ratios, a single electric motor on the drive shaft, a center clutch, and first and second clutches on the front wheel axles.

[0397] FIG. 39 is a schematic view of an embodiment of an automotive road vehicle with an electric powertrain having final drives with different gear ratios, a single electric motor on the drive shaft, first and second clutches on the rear drive axles, and first and second clutches on the front wheel axles.

[0398] FIG. 40 is a schematic view of an embodiment of an automotive road vehicle with an electric powertrain having final drives with different gear ratios, an electric motor on one of the rear wheel axles, first and second clutches on the rear drive axles, and first and second clutches on the front wheel axles.

[0399] FIG. 41 is a schematic view of an embodiment of an automotive road vehicle with an electric powertrain having final drives with different gear ratios, an electric motor on the first rear wheel axles, an additional electric motor on the second rear wheel axle, first and second clutches on the rear drive axles, and first and second clutches on the front wheel axles.

[0400] FIG. 42 is a schematic view of an embodiment of an automotive road vehicle with an electric powertrain having final drives with different gear ratios, a drive assembly on the drive shaft, and two center clutches on the drive shaft.

[0401] FIG. 43 is a schematic view of an embodiment of an automotive road vehicle with an electric powertrain having final drives with different gear ratios, a drive assembly on the drive shaft, first and second clutches on the rear drive axles, and first and second clutches on the front wheel axles.

DETAILED DESCRIPTION

[0402] A first embodiment of the proposed technologies is shown in FIG. 1, showing a schematic view of an embodiment of a torque converter 10, or a reverse output torque converter. The torque converter is intended to be used in an automotive road vehicle. 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 an input torque at the rear 12 end and to deliver an output torque with the output shaft 16, which means that the output torque is delivered on the same side as the input torque is received.

[0403] The torque converter 10 has a cover 18 with a rear cover portion 20 at the rear end 12 and a front cover portion 22. The rear cover portion 20 is disc shaped and extends transversely with respect 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.

[0404] The rear cover portion 22 forms a rear shaft aperture 24 and the output shaft 16 exits the torque converter 10 through the rear shaft aperture 24. The torque converter 10 has an impeller 26 at the front end 14 that is rigidly connected to and supported by the front cover portion 22 and extending radially with respect to the output shaft 16. A turbine 28 is supported by the output shaft 16 and is positioned between the impeller 26 and the rear cover portion 20. A stator 30 is positioned between the impeller 26 and the turbine 28. The rotational axis 72 of the torque converter 10 is indicated by a dashed line and the different components are centered on and exhibit rotational symmetry with respect the rotational axis 72. The impeller 26 is at the front end 14 and the turbine 28 is located at the rear end 12. This means that the impeller 26 is located closer to the front end 14 than the turbine 28, and the turbine 28 is located closer to the rear end 12 than the impeller 26.

[0405] The torque converter is filled with a fluid in the form of an oil and the impeller 26, turbine 28, and stator 30 provides a fluid coupling transferring and converting an input torque received by the rear end 12 to an output torque delivered by the output shaft 16. The cover 18 and impeller 26 jointly forms an encloses space containing the fluid within the torque converter 10 during operation.

[0406] The output shaft 16 has a rear shaft portion 32 that extends from the rear shaft aperture 24. It also has a central shaft portion 34 located inside the torque converter 10.

[0407] The torque converter 10 has a stator support 40 that exits the torque converter 10 through a front shaft aperture 38 in the impeller 26, thereby extending from inside the torque converter 10 to outside the torque converter 10. During operation, the stator support 40 is fixed to and supported by a surrounding housing. The stator support 40 has a freewheel 42 rotationally supporting the stator 30 relative to the stator support 40. The freewheel 42 allows the stator 30 to rotate only in one direction relative to the stator support 40.

[0408] The rear cover portion 20 forms a torque input hub 52 that protrude outwards from the rear cover portion 20 and forms the rear shaft aperture 24. The torque converter has an input shaft 44 fixed to the torque input hub 52, and in extension to the rear cover portion 20 at the rear shaft aperture 24. The input shaft 44 forms an input shaft bore 46 through which the output shaft 16, more precisely the rear shaft portion 32, extends. The input shaft bore 46 has a front opening 50 located at the rear shaft aperture 24 and a rear opening 48 through which the output shaft 16 exits the input shaft bore 46.

[0409] The torque converter 10 has a rear radial rolling bearing 62 connecting the rear cover portion 20 and the output shaft 16 and rotationally supporting the cover 18 relative to the output shaft 16.

[0410] The torque converter 10 has a clutch 54 that can be set in an (a) unengaged state in which the cover 18 and the output shaft 16 are unlocked and can spin at different speeds. It can further be set in an (b) engaged state in which the cover 18 and the output shaft 16 are locked together and spin at the same speed. The clutch also has a (c) slipping state in which the cover 18 and the output shaft 16 are partially locked together and can spin at different speeds.

[0411] The clutch 54 is a lock-up clutch that is spring biased to be in its engaged state. The clutch 54 is hydraulically operated by the fluid in the torque converter 10. A change between states is achieved by changing the pressure or flow of the fluid. The clutch 54 has a piston 66 fitted with an annular friction disc 68 at its radially outer edge. The piston 66 is supported by the turbine 28, rotationally fixed relative to the turbine 28, and spring biased to engage the rear cover portion 18 with the friction disc 68.

[0412] The output shaft 16 has a shaft conduit 70 supplying the fluid to the torque converter 10 via the rear shaft aperture 24. Depending on the application of the torque converter, the shaft conduit 70 can also enter the torque converter via the front shaft aperture 38. The fluid is released between the rear cover portion 20 and the turbine 28, and an increase in the pressure will cause the piston 66 to disengage and allow a flow of the fluid within the torque converter 10. This will change the clutch 54 from its (b) engaged state to its unengaged state (a). A smaller increase in the pressure will result in the clutch 54 to change from the (b) engaged state to the slipping state (c), at which point the flow of the fluid is significantly smaller.

[0413] The clutch 54 is an internal clutch positioned between and operationally connecting the turbine 28 and the rear cover portion 20. In the (b) engaged state, the clutch 54 mechanically transfers all torque supplied to the cover 18 to the turbine 28, while in the (b) slipping state it mechanically transfers some of the torque supplied to the cover 18 to the turbine 28.

[0414] A second embodiment of the proposed technologies is shown in FIG. 2. It has all the features of the embodiment described in relation to FIG. 1. In addition, the impeller 26 forms a front shaft aperture 38 through which the output shaft 16 exits the torque converter 10. This means that the output torque is delivered on both sides of the torque converter 10, not only on the side where the input torque is received.

[0415] Additionally, the stator support 40 forms a stator support bore 56 through which the output shaft 16 extends. The stator support bore 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 that extends from the front end 14 of the torque converter 10.

[0416] An alternative embodiment of the second embodiment is shown in FIG. 3, in which the clutch 54 further has been fitted with a damper 64. In this embodiment, the shaft conduit 70 supplies the fluid to the torque converter 10 via the front shaft aperture 38.

[0417] FIG. 4 is a cross sectional view of an embodiment of an electric powertrain 98 having a torque converter 100 of the type described in relation to FIG. 2, which means that it has a rear end 102, a front end 104, and an output shaft 106 exiting the torque converter 100 at the rear end 102 and the front end 104. The powertrain 98 has an electric motor 108 with a motor shaft 110 that 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. This way the motor shaft 110 is rotationally fixed to and rotates with at the same rate as cover 114 of the torque converter 100. The electric motor 108 can supply an output torque by the motor shaft 110.

[0418] The motor shaft 110 forms a motor shaft bore 116 (indicated by dashed lines) that is coaxial with the motor shaft 110. The output shaft 106 of the torque converter 100 extends through the motor shaft bore 116. The motor shaft bore 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 both the front opening 118 and the rear opening 120.

[0419] 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 enclosing the electric motor 108 and torque converter 100. The stator 122 is fixed to and supported by the housing 126. The housing 126 forms an enclosure around the torque converter 100 that collects fluid that is expelled therefrom. 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 of the latter.

[0420] The electric motor 108 and the torque converter 100 jointly forms 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 ends of the output shaft 106 are mechanical interfaces by which torque from the drive assembly can be delivered, for example to a drivetrain. for delivering torque. In one embodiment, the powertrain 98 has a first wheel connector 346 and a second wheel connector 348 positioned on the opposite first side 356 and second side 358 of the drive assembly 350. Each wheel connector 346 and 348 is a hub that can connect to the rim of a first wheel and a second wheel, as is shown for example in FIGS. 24 and 27. The housing 126 form a first aperture 360 through which the rear shaft portion 140 extends and a second aperture 362 through which the front shaft portion 142 extends.

[0421] The output shaft 106 has a rear shaft portion 140 and a front shaft portion 142 that are coaxial. The rear shaft portion 140 is accessible on the first side 356 of the drive assembly 350 and the second shaft portion is accessible on the second side 358 of the drive assembly 350. This means that the first wheel connector 346 is operationally connected to the rear shaft portion 140 and the second wheel connector 348 is operationally connected to the front shaft portion 142.

[0422] FIG. 5 is a cross sectional view of an embodiment of an electric powertrain 98 of the type described in relation to FIG. 4 and further having a first clutch 132 and a second clutch 134. The first clutch 132 has a clutch input part 136 and a clutch output part 138, and the clutch input part 136 is connected to the rear shaft portion 140 of the output shaft 106 on the side of the rear end 102 of the torque converter 100 with the electric motor 108 positioned between the first clutch 132 and the torque converter 100. The second clutch 134 similarly has a clutch input part 136 and a clutch output part 138, but the clutch input part 136 is connected to the front shaft portion 142 of the output shaft 106 on the side of the front end 104 of the torque converter 100. This way, the torque converter 100 can supply torque to both the first clutch 132 and the second clutch 134 by the output shaft 106.

[0423] The housing also forms a first clutch partition 144 between the electric motor 108 and the first clutch 132 and a first radial rolling bearing 146 rotationally 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 rotationally supports the output shaft 106 relative to the second clutch partition 148.

[0424] FIG. 6 is a cross sectional view of an embodiment of a bevel gear assembly 152 having a a gear input shaft 154, gear output shaft 156, and a connecting bevel gear 158. The gear output shaft 156 is at a right angle 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.

[0425] The bevel gear assembly 152 has a housing 126 that encloses the bevel gear 158. The gear input shaft 154 and the gear output shaft 156 extend from the housing 126. The gear output shaft 156 is a monolithic 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 rotationally supports the gear input shaft 154 relative to the bevel gear partition 164.

[0426] The bevel gear assembly 152 has a first clutch 132 with a clutch input part 136 and a clutch output part 138, and a second clutch 134 with a clutch input part 136 and a clutch output part 138. The clutch input parts 136 of the first clutch 132 is connected to the first end 160 of the gear output shaft 156, and the clutch input part 136 of the second clutch 134 is connected to the second end 162 of the gear output shaft 156. An input torque that is received by the gear input shaft 154 is converted and transferred by the bevel gear 158 to an output torque that is divided equally between the clutch input parts 136 of the two clutches 132 and 134.

[0427] 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 rotationally supports the gear output shaft 156 with respect to the first clutch partition 144. Similarly, a second radial rolling bearing 150 rotationally supports the gear output shaft 156 with respect to the second clutch partition 148.

[0428] FIG. 7 is a cross sectional view of an embodiment of an electric powertrain 98 with a bevel gear assembly 152 of the type described in relation to FIG. 6 and an electric motor 108 with a motor shaft 110 connected to the gear input shaft 154 of the bevel gear assembly 152. The electric motor 108 has a rotor 124 that can supply an output torque to the motor shaft 110, which is then received as in input torque by the gear input shaft 154

[0429] 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 operationally connects the motor partition 168 and the motor shaft 110, thereby rotationally supporting the latter.

[0430] FIG. 8 is a cross sectional view of an embodiment of an electric powertrain 98 with a bevel gear assembly 152 as described in relation to FIG. 6 and a 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 that the torque converter is a single-output torque converter, which is different from the dual-output torque converter described in relation to FIGS. 2 and 3. It further has the output at the front end 174, which is the opposite end in comparison with the single-output torque converter of FIG. 1.

[0431] The output shaft 176 is connected to the gear input shaft 154 of the bevel gear assembly 152. The powertrain 98 has an electric motor 108 with a solid motor shaft 110 that is connected to the rear end 172 of the torque converter 170 in the same manner as described in relation to FIGS. 4 and 5, but with the exception 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 specifications, a motor shaft is considered solid even if it has a shaft conduit for a fluid supply to a torque converter.

[0432] The electric motor 108 has a stator 122 and a rotor 124 to which the motor shaft 110 is fixed. The electric motor 180 can supply an output torque by the motor shaft 110 that is received as an input torque by the torque converter 170. The torque converter 170 has a cover, impeller, turbine, and clutch arranged like the embodiments shown in FIGS. 1 to 3. It is filled with a fluid that provides a fluid coupling by which the input torque is converted, or amplified, between the rear end 172 and the output shaft 176.

[0433] As mentioned above, the bevel gear assembly 152 has a housing 126 and the stator 122 of the electric 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 rotationally supports the output shaft 176 of the torque converter 170 with respect to the torque converter partition 178. The housing 126 also forms a motor partition 128 between the torque converter 170 and the electric motor 108. A radial rolling bearing 130 rotationally supports the motor shaft 110 relative to the motor partition 128.

[0434] The torque converter 170 can be operated in the same manner as described in relation to FIG. 1. For example, it has an internal lock-up clutch that is hydraulically operated and can be set in an (a) unengaged state, an (b) engaged state, and a (c) slipping state. The output shaft 176 forms a shaft conduit 182 that supplies the torque converter 170 with the fluid providing the fluid coupling.

[0435] FIG. 9 is a cross sectional view of an embodiment of an electric powertrain 98 with torque converter 100 and an electric motor 108 as described in relation to FIG. 4 and a bevel gear assembly 152 as described in relation to FIG. 6. 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. With reference to FIG. 2, the front shaft portion 36 forms the gear input shaft 154 of the bevel gear assembly 152. This way, an output torque supplied by the output shaft 106 of the torque converter 100 is received as an 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 torque converter 100 and the bevel gear assembly 152, or the bevel gear 158. The powertrain 98 has a radial rolling bearing 166 connecting the bevel gear partition 164 and the output shaft 106, thus radially supporting the latter.

[0437] FIG. 10 is a cross sectional view of an embodiment of an electric powertrain 98 with torque converter 100 and an electric motor 108 as described in relation to FIG. 4 and a bevel gear assembly 152 as described in relation to FIG. 6. 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 electric motor 108 relative to the torque converter 100. With reference to FIG. 2, the rear shaft portion 32 forms the gear input shaft 154 of the bevel gear assembly 152. This way, an output torque supplied by the output shaft 106 of the torque converter 100 is received as an input torque by the gear input shaft 154 of the bevel gear assembly 152.

[0438] 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 connecting the bevel gear partition 164 and the output shaft 106, thus radially supporting the latter.

[0439] FIG. 11 is a cross sectional view of an embodiment of an electric powertrain 98 with a differential 184 having a gear input shaft 186, a first gear output shaft 188, and a second gear output shaft 190. The powertrain further has a torque converter 170 and an electric motor 108 arranged as in the embodiment of FIG. 8. The gear input shaft 186 of the differential 184 is connected to the output shaft 176 that exits the torque converter 170 on its front end 174. The electric motor 108 is connected to the rear end 172 of the torque converter 170. This means that the torque converter 170 is positioned between the electric motor 108 and the differential 184. This embodiment differs from the embodiment in FIG. 8 by the bevel gear assembly 152 being replaced by a differential 184. The torque converter 170 has the same features and functions as in the embodiment of FIG. 8.

[0440] The differential 184 connects the gear input shaft 186, the first gear output shaft 188, and the second gear output shaft 190 such that an input torque received by the gear input shaft 186 is distributed between the first gear output shaft 188, and the second gear output shaft 190. The differential 184 is an open differential. In an alternative embodiment it is instead a limited-slip differential.

[0441] The torque converter 170, electric motor 108, and differential 184 have 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 rotationally supports the output shaft 176 with respect to the torque converter partition 178. As described above in relation to FIG. 8, the stator 122 of the electric motor 108 is fixed to the housing 126 and the housing 126 also forms a motor partition 128.

[0442] FIG. 12 is a cross sectional view of an embodiment of an electric powertrain 98 with torque converter 100 and an electric motor 108 as described in relation to FIG. 4. The electric powertrain 98 further has differential 184 having 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 that 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 positioned between the electric motor 108 and the differential 184. This embodiment differs from the embodiment in FIG. 9 by the bevel gear assembly 152 being replaced by the differential 184.

[0443] The differential 184 has the same function as in the embodiment in FIG. 11. The housing 126 forms a torque converter partition 178 between the differential 184 and the torque converter 100 with a radial rolling bearing 180 that rotationally supports the output shaft 106.

[0444] FIG. 13 is a cross sectional view of an embodiment of a linear electric powertrain 98 with electric motor 108 having a motor shaft 110 with 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. The first clutch 132 has a clutch input part 136 and a clutch output part 138. Similarly, the second clutch 134 has a clutch input part 136 and a clutch output part 138. The clutch input part 136 of the first clutch 132 is connected to the first shaft portion 192 and the clutch input part 136 of the second clutch 134 is connected to the second shaft portion 196. This way, an output torque supplied by the motor shaft 110 is divided between the first clutch 132 and the second clutch and is received as input torque by respective clutch input part 136.

[0445] The electric motor 108 has a stator 122 and a rotor 124, and the latter is connected to the and forms part of the motor shaft 110. The powertrain 98 has a housing 126 and the stator 122 is 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 rotationally supports the motor shaft 110 and first clutch 132 relative to the first clutch partition 144, and a second radial rolling bearing 150 rotationally supports the motor shaft 110 and second clutch 134 relative to the second clutch partition 150.

[0446] FIG. 14 is a cross sectional view of an embodiment of an electric powertrain 98 with a bevel gear assembly 152 of the type described in relation to FIG. 6 and an electric motor 108. This embodiment is based on the embodiment of FIG. 7. Additionally, the motor shaft 110 has a first shaft portion 192 extending from a first side 194 of the electric motor 108 and a second shaft portion 196 extending from an opposite second side 198 of the electric motor 108. The 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 that is transferred to the bevel gear assembly 152. Alternatively, the electric motor 108 can supply torque also by the second shaft portion 196 in addition to the supply to the bevel gear assembly 152.

[0447] FIG. 15 is a cross sectional view of an embodiment of a linear electric powertrain 98 with electric motor 108 having a motor shaft 110 with 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. Essentially, this corresponds to the electric motor 108 described in relation to FIG. 13. 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, front end 174, and an output shaft 176 extending from the front end 174. The rear ends 172 of the first torque converter 200 and a second torque converter 202 are connected to the first shaft portion 192 and the second shaft portion 196, respectively, of the motor shaft 110. This means that the electric motor 108 is positioned between the first torque converter 200 and the second torque converter 202.

[0448] The electric motor 108 has a solid motor shaft 110 and there is no output shaft extending through the motor shaft 110, which is similar to the motor shaft 110 in the embodiments of FIG. 13. This means that an output torque delivered by the motor shaft 110 is divided between the first torque converter 200 and the second torque converter 202.

[0449] The first and second torque converters 200 and 202 are single-output torque converters and can be operated in the same manner as described in relation to FIGS. 1 to 3. For example, they have a clutch with an (a) unengaged state, an (b) engaged state, and a (c) slipping state. The clutch is a hydraulically operated internal lock-up clutch. Each of the output shafts 176 forms a shaft conduit 182 that supplies the torque converters 170 with the fluid by which they can be operated and convert torque.

[0450] The electric motor 108 has a stator 122 and a rotor (not shown). The motor shaft 110 constitutes an input shaft that is connected to the rear end 172 of each of the first and second torque converters 200 and 202.

[0451] The stator 122 of the electric motor 108 is fixed to a housing 126. The housing 126 forms a first torque converter partition 204 between the electric 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 rotationally supports the former with respect to the latter. Similarly, the housing 126 forms a second torque converter partition 208 between the electric 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 rotationally supports the former with respect to the latter.

[0452] In each of the above described embodiments of an 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) an unengaged state in which the clutch input and the clutch output are unlocked and can spin at different speeds, (b) a slipping state in which the clutch input and the clutch output are partially locked together and can spin at different speeds, and (c) an engaged state in which the clutch input and the clutch output are locked together and spin at the same speed.

[0453] In each of the above-described embodiments of an electric powertrain 98, the electric motor 108 is a permanent-magnet motor. In alternative embodiments, the electric motor 108 is an induction motor. The powertrains 98 are fully electric and do not include any combustion engines.

[0454] Each of the above embodiments of an electric powertrain 98 has a hydraulic control system 212 connected to the single-output torque converter 10, 170, 200, and 202, the dual-output torque converter 10 and 100, and/or the clutches 132 and 134 of respective embodiment. The hydraulic control system 212 connects to a shaft conduit 70 and 182 in the output shaft 16, 106, and 176 of each torque converter 10, 100, 170, 200, and 202, this way supplying the pressurized fluid controlling the clutch 54 of the torque converter 10, 100, 170, 200, and 202 and providing the fluid coupling. The hydraulic control system 212 connects to the clutch output part 138 of each first clutch 132 and second clutch 134 and supplies the fluid by which the state of the first and second clutches 132 and 134 can be changed, for example from engaged to slipping, or from slipping to engaged. If the embodiment has both a torque converter 100 and 170 and first and second clutches 132 and 134, the same hydraulic control system 212 controls the operation of all components, see for example FIGS. 5, 8, 9, and 10.

[0455] Further embodiments of electric powertrains 98 are based on those above and further includes a first wheel axle and a second wheel axle extending in opposite directions. For example, the clutch output part 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 can be connected and fixed to the first wheel axle. Similarly. the clutch output part 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 can be connected and fixed to the second wheel axle. At the outer ends, the first wheel axle and the second wheel axle are connected and fixed to a first wheel and a second wheel, respectively. The first wheel and a second wheel can form a pair of wheels, such as a front or rear wheel pair. Examples of these embodiments are shown in FIGS. 16 to 27.

[0456] Further embodiments of electric powertrains 98 additionally have an electric power storage in the form of a battery and an inverter connected between the battery and the electric motor that controls the operation of the latter.

[0457] FIG. 16 is a cross sectional view of an embodiment of an electric powertrain 98 that is based on the embodiment of FIG. 4, but with a reduction gear set 218 positioned between the torque converter 100 and the electric motor 108.

[0458] The reduction gear set is 216 is a planetary gear set and has a reduction gear input part 218 and a reduction gear output part 220. The reduction gear input part 218 forms a sun gear 222 and the reduction gear output part 220 forms a carrier 224 for a set of planet gears 226 that mesh with the sun gear 222 and an outer ring gear 228 that is fixed to and supported by the housing 126. This way, when the reduction gear input part 218 is rotated at a first rotational speed, the reduction gear output part 220 rotate at a lower second rotational speed, and an input torque supplied to the reduction gear input part 218 is converted to a higher output torque supplied by the reduction gear output part 220.

[0459] Instead of the motor shaft 110 being connected to the rear end 102 of the torque converter 100, as in FIG. 4, the reduction gear input part 218 is connected to the motor shaft 110 and the reduction gear output part 220 is connected to the rear end 102 of the torque converter 100, more precisely to the input shaft 112 of the torque converter 100.

[0460] The reduction gear input part 218 and the reduction gear output part 220 jointly form a reduction gear bore 230, which has a front opening 232 on the side facing the torque converter 100 and a rear opening 234 on the side facing the electric 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.

[0461] FIG. 17 is a cross sectional view of an embodiment of an electric powertrain 98 that is based on the embodiment of FIG. 4, but with a first reduction gear set 236 and a second reduction gear set 238 arranged at both ends of the output shaft 106.

[0462] The first and second reduction gear sets 236 and 238 are identical. Each has a reduction gear input part 218 that is connected to the output shaft 106 and a reduction gear output part 220 by which the powertrain 98 can deliver torque, for example to a wheel axle.

[0463] The reduction gear input part 218 forms a sun gear 222 and the reduction gear output part 220 forms a carrier 224 for a set of planet gears 226 that mesh with the sun gear 222 and an outer ring gear 228 that is fixed to and supported by the housing 126. This way, when the reduction gear input part 218 is rotated at a first rotational speed, the reduction gear output part 220 rotate at a lower second rotational speed, and an input torque supplied to the reduction gear input part 218 is converted to a higher output torque supplied by the reduction gear output part 220.

[0464] FIG. 18 is a cross sectional view of an embodiment of an electric powertrain 98 that is based on the embodiment of FIG. 5, but with a first reduction gear set 236 and a second reduction gear set 238 arranged between the joint electric motor 108 and torque converter 100 and the first and second clutches 132 and 134 at both ends of the output shaft 106.

[0465] The first and second reduction gear sets 236 and 238 are of the same type as described in relation to FIG. 17 with a ring gear 228 that is fixed to and supported by the housing 126. Each has a reduction gear input part 218 that is connected to the output shaft 106 and a reduction gear output part 220 connected to the clutch input part 136 of the first and second clutches 132 and 134, respectively.

[0466] FIG. 19 is a cross sectional view of an embodiment of an electric powertrain 98 that is based on the embodiment of FIG. 5, but with first and second reduction gear sets 236 and 238 arranged at the clutch output part 138 of the first clutch 132 and the second clutch 134, respectively.

[0467] Details on the first and second reduction gear sets 236 and 238 are given in relation to FIG. 17. The ring gear 228 is fixed to and supported by the housing 126. The first and second reduction gear sets 236 and 238 are identical. Each has a reduction gear input part 218 that is connected to the clutch output part 138 and a reduction gear output part 220 by which the powertrain 98 can deliver torque, for example to a wheel axle.

[0468] FIG. 20 is a cross sectional view of an embodiment of an electric powertrain 98 that is based on the embodiment of FIG. 13, but with a first reduction gear set 236 and a second reduction gear set 238 arranged between the electric motor 108 and the first and second clutches 132 and 134 at both ends of the motor shaft 110.

[0469] The first and second reduction gear sets 236 and 238 are of the same type as described in relation to FIG. 17 with a ring gear 228 that is fixed to and supported by the housing 126. The reduction gear input part 218 of the first and second reduction gear sets 236 and 238 is connected to the first and second shaft portions 192 and 196 of the motor shaft 110, respectively. The reduction gear output part 220 of the first and second reduction gear sets 236 and 238 is connected to the clutch input part 136 of the first and second clutches 132 and 134, respectively.

[0470] FIG. 21 is a cross sectional view of an embodiment of an electric powertrain 98 that is based on the embodiment of FIG. 13, but with first and second reduction gear sets 236 and 238 arranged at the clutch output part 138 of the first clutch 132 and the second clutch 134, respectively.

[0471] Details on the first and second reduction gear sets 236 and 238 are given in relation to FIG. 17. The ring gear 228 is fixed to and supported by the housing 126. The first and second reduction gear sets 236 and 238 are identical. Each has a reduction gear input part 218 that is connected to the clutch output part 138 and a reduction gear output part 220 by which the powertrain 98 can deliver torque, for example to a wheel axle.

[0472] FIG. 22 is a cross sectional view of an embodiment of an electric powertrain 98 that is based on the embodiment of FIG. 15, but with a first reduction gear set 236 and a second reduction gear set 238 arranged between the electric motor 108 and the first and second torque converters 200 and 202.

[0473] The first and second reduction gear sets 236 and 238 are of the same type as described in relation to FIG. 17 with a ring gear 228 that is fixed to and supported by the housing 126. The reduction gear input part 218 of the first and second reduction gear sets 236 and 238 is connected to the first and second shaft portions 192 and 196 of the motor shaft 110, respectively. The reduction gear output part 220 of the first and second reduction gear sets 236 and 238 is connected to the rear end 172 of the first and second torque converters 200 and 202. This means that the rear ends 172 rotate at the same speed, which is slower than the rotational speed pf the motor shaft 110.

[0474] FIG. 23 is a cross sectional view of an embodiment of an electric powertrain 98 that is based on the embodiment of FIG. 13, but with first and second reduction gear sets 236 and 238 connected to the output shaft 176 of the first and second torque converters 200 and 202, respectively.

[0475] Details on the first and second reduction gear sets 236 and 238 are given in relation to FIG. 17. The ring gear 228 is fixed to and supported by the housing 126. The first and second reduction gear sets 236 and 238 are identical. Each has a reduction gear input part 218 that is connected to the output shaft 176 of the neighboring torque converter 200 and 202 and a reduction gear output part 220 by which the powertrain 98 can deliver torque, for example to a wheel axle.

[0476] FIG. 24 is a schematic view of an embodiment of an automotive road vehicle 300 with an electric powertrain 98 according to the embodiment of FIG. 12. Effectively, the electric motor 108 and the torque converter 100 form a drive assembly 350 as described in relation to FIG. 4. The powertrain 98 has a pair of wheel axles 302 connecting a pair of wheels 304 with the first gear output and the second gear output of the differential 184.

[0477] It further has a drive shaft 310 connected to the output shaft of the torque converter 100 and an additional differential 316 connecting the drive shaft 310 to a pair of additional wheel axles 306, which in turn connect to a pair of additional wheels 308. The powertrain 98 has additional wheel connectors 348 in the form of hubs that connects the rims of the additional wheels 308 to the additional wheel axles 306. The pair additional wheels 308 are the front wheels and the pair of wheels 304 are the rear wheels. This way, the electric motor 108 can supply torque to both the wheels 304 and the additional wheels 308, effectively providing a four-wheel drive with the electric motor 108 as the only prime mover.

[0478] The powertrain 98 has first wheel connectors 346 in the form of a hubs that fix the rims of the additional wheels 308 to the additional wheel axles 306. It further has second wheel connectors 348 in the form of a hubs that fix the rims of the wheels 304 to the wheel axles 302.

[0479] 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 additional differential 316. It further 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 part 320 connected to the first shaft portion 312 and a clutch output part 322 connected to the second shaft portion 314.

[0480] The center clutch 318 functions in the same manner as the first and second clutches 132 and 134 described above. For example, it has (a) an unengaged state in which the clutch input part 320 and the clutch output part 322 are unlocked and can spin at different speeds, (b) a slipping state in which the clutch input part 320 part and the clutch output part 322 are partially locked together and can spin at different speeds, and (c) an engaged state in which the clutch input part 320 and the clutch output part 322 are locked together and spin at the same speed.

[0481] The hydraulic control system 212 controlling the torque converter 100 also controls the center clutch 318 by the supply of the same fluid. This way, the hydraulic control system 212 and the center clutch 318 can dynamically regulates the amount of torque that is transferred from the torque converter 100 to the pair of additional wheels 308.

[0482] FIG. 25 is a schematic view of an embodiment of an automotive road vehicle 300 with an electric powertrain 98 according to the embodiment of FIG. 9. Effectively, the electric motor 108 and the torque converter 100 form a drive assembly 350 as described in relation to FIG. 4. The powertrain 98 has a pair of wheel axles 302 connecting a pair of wheels 304 with the clutch output part of the first and second clutches 132 and 134 of the bevel gear assembly 152.

[0483] The powertrain 98 has first wheel connectors 346 in the form of a hubs that fix the rims of the additional wheels 308 to the additional wheel axles 306. It further has second wheel connectors 348 in the form of a hubs that fix the rims of the wheels 304 to the wheel axles 302.

[0484] The vehicle 300 further has a drive shaft 310 connected to the output shaft of the torque converter 100 and an additional differential 316 connecting the drive shaft 310 to a pair of additional wheel axles 306, which in turn connect to a pair of additional wheels 308. The pair additional wheels 308 are the front wheels and the pair of wheels 304 are the rear wheels. This way, the electric motor 108 can supply torque to both the wheels 304 and the additional wheels 308, effectively providing a four-wheel drive with the electric motor 108 as the only prime mover.

[0485] The drive shaft 310 does not have a center clutch as in the previous embodiment. Instead, the amount of torque that is distributed to the rear wheels 304 is regulated by the first and second clutched 132 and 134. The hydraulic control system 212 controlling the torque converter 100 is connected to each of the clutches 132 and 134 and controls also the operation of these components. For example, the components can be operated to provide torque vectoring with the rear wheels 304.

[0486] FIG. 26 is a schematic view of an embodiment of an automotive road vehicle 300 with an electric powertrain 98 according to the embodiment of FIG. 9. Effectively, the electric motor 108 and the torque converter 100 form a drive assembly 350 as described in relation to FIG. 4. This embodiment differs from the previous embodiment only in that additional differential 316 has been replace by an additional bevel gear assembly 324 having the features of the embodiment of bevel gear assembly described in relation FIG. 6. This means that drive shaft is connected to the gear input shaft of the additional bevel gear assembly 324, that one of the additional wheel axles 306 is connected to the clutch output part of the first clutch 132 of the additional bevel gear assembly 324, and that the other additional wheel axle 306 is connected to the clutch output part of the second clutch 134 of the additional bevel gear assembly 324.

[0487] In this embodiment, the amount of torque distributed to the rear wheels 304 is regulated by the first and second clutched 132 and 134 of the bevel gear assembly 152, and the amount of torque distributed to the front wheels 308 is regulated by the first and second clutched 132 and 134 of the additional bevel gear assembly 324. Additionally, the first and second clutched 132 and 134 of each bevel gear assembly 152 and 324 determines the distribution to the wheels 304 and 308 in respective wheel pair.

[0488] The hydraulic control system 212 controlling 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 vectoring with both the front wheels 308 and the rear wheels 304.

[0489] FIG. 27 is a schematic view of an embodiment of an automotive road vehicle 300 with an electric powertrain 98 and an additional electric powertrain 298 according to the embodiment of FIG. 5. Effectively, the electric motor 108 and the torque converter 100 of each of the powertrains 98 and 298 form a drive assembly 350 as described in relation to FIG. 4. The powertrain 98 has a pair of wheel axles 302 connecting a pair of wheels 304 with the clutch output part of the first and second clutches 132 and 134 of powertrain 98. Similarly, it has a pair of additional wheel axles 306 connecting a pair of additional wheels 308 with the clutch output part of the first and second clutches 132 and 134 of the additional electric powertrain 298.

[0490] The powertrain 98 has a first wheel connector 346 in the form of a hub that fixes the rim of one of the wheels 304 to one of the wheel axle 302 and a second wheel connector 348 in the form of a hub that fixes the rim of the other wheel 304 to the other wheel axle 302. Similarly, the powertrain 98 has a first wheel connector 346 that fixes the rim of one of the additional wheels 308 to one of the additional wheel axle 306 and a second wheel connector 348 that fixes the rim of the other additional wheel 308 to the other wheel axle 306.

[0491] The hydraulic control system 212 is connected to the first clutch 132, second clutch 134, and torque converter 100 of the powertrain 98 and the additional power train 298. This way, the amount of torque supplied by each wheel 304 and 308 can be individually controlled by the clutches 132 and 134 and the hydraulic control system 212 to give four-wheel drive with torque vectoring on all wheels.

[0492] In alternative embodiments, the automotive road vehicle 300 has an electric powertrain 98 and an additional electric powertrain 298 according to the embodiment of FIG. 18 or 19.

[0493] FIG. 28 is a schematic view of an embodiment of an automotive road vehicle 300 with an electric powertrain 98 according to the embodiment of FIG. 8. The powertrain 98 has a pair of wheel axles 302 connecting a pair of wheels 304 with the clutch output part of the first and second clutches 132 and 134 of the powertrain 98. The wheels 304 are fixed to the wheel axles 302 by wheel connectors 486 in the form of hubs. In this embodiment the pair of wheels 304 are the rear wheels of the vehicle 300. The additional wheels 308 are supported by the additional wheel axles 306 and providing steering of the vehicle 300. The additional wheels 308 are fixed to the additional wheel axles 306 by additional wheel connectors 488 in the form of hubs. The hydraulic control system 212 is connected to and controls the operation of the torque converter 170 and the first and second clutches 132 and 134 of the powertrain 98.

[0494] FIG. 29 is a schematic view of an embodiment of an automotive road vehicle 300 with an electric powertrain 98 according to the embodiment of FIG. 8. The powertrain 98 has a pair of wheel axles 302 connecting a pair of wheels 304 with the clutch output part of the first and second clutches 132 and 134 of the powertrain 98. This embodiment differs from the embodiment of FIG. 28 by the pair of wheels 304 being the front wheels providing steering of the vehicle 300, and the additional wheels 308 supported by the additional wheel axles 306 are the rear wheels of the vehicle 300. The hydraulic control system 212 is connected to and controls the operation of the torque converter 170 and the first and second clutches 132 and 134 of the powertrain 98.

[0495] FIG. 30 is a schematic view of an embodiment of an automotive road vehicle 300 with an electric powertrain 98 according to the embodiment of FIG. 8. The powertrain 98 has a pair of wheel axles 302 connecting a pair of wheels 304 with the clutch output part of the first and second clutches 132 and 134 of the powertrain 98. The wheels 304 are fixed to the wheel axles 302 by wheel connectors 486 in the form of hubs. The pair of wheels 304 are the rear wheels of the vehicle 300. Additionally, the vehicle 300 has an additional electric powertrain 298 according to the embodiment of FIG. 8. A pair of additional wheel axles 306 connects a pair of additional wheels 308 with the clutch output part of the first and second clutches 132 and 134 of the additional powertrain 298. The additional wheels 308 are fixed to the additional wheel axles 306 by additional wheel connectors 488 in the form of hubs. The pair of additional wheels 304 are the front wheels providing steering of the vehicle 300. The same hydraulic control system 212 is connected to and controls the operation of the torque converters 170 and first and second clutches 132 and 134 of both the powertrain 98 and the additional powertrain 298. This means that the same fluid is used in these components.

[0496] FIG. 31 is a schematic view of an embodiment of an automotive road vehicle 300 with an electric powertrain 98 and an additional electric powertrain 298 as in the previous embodiment of FIG. 30. In addition, the powertrain 98 has a tertiary electric motor 326 with a motor shaft 328 that is connected to the motor shaft 110 of the electric motor 108. This means that the tertiary electric motor 326 is operationally connected to the bevel gear assembly 152. The electric motor 108 of the powertrain 98 and the additional powertrain 298 are permanent-magnet motors and the tertiary electric motor 326 of the powertrain 98 is an induction motor.

[0497] FIG. 32 is a schematic view of an embodiment of an automotive road vehicle 300 with an electric powertrain according to the embodiment of FIG. 11. A first drive shaft 330 is connected to the first gear output of the differential 184 and a second drive shaft 332 is connected to the second gear output of the differential 184. A first differential 334 connects the first drive shaft 330 to a pair of wheel axles 302, which in turn connect to a pair of wheels 304. The wheels 304 are fixed to the wheel axles 302 by wheel connectors 486 in the form of hubs. Similarly, a second differential 336 connects the second drive shaft 332 to a pair of additional wheel axles 306, which in turn connect to a pair of additional wheels 308. The additional wheels 308 are fixed to the additional wheel axles 306 by additional wheel connectors 488 in the form of hubs. This means that the output torque supplied by the torque converter 170 is divided between the first differential 334 and the second differential 336, and in extension between the pair of wheels 304 and the pair of additional wheels 308, thus providing a four-wheel drive with a single electric motor 108 as the only prime mover. The pair of wheels 304 are the rear wheels of the vehicle 300, while the pair of additional wheels 308 are the front wheels providing steering. The hydraulic control system 212 is connected to and controls the operation of the torque converters 170.

[0498] FIG. 33 is a schematic view of an embodiment of an automotive road vehicle 300 with an electric powertrain having an electric motor 108 with a solid motors 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 wheel axles 302, which in turn connect to a pair of wheels 304. The wheels 304 are fixed to the wheel axles 302 by wheel connectors 486 in the form of hubs. Similarly, a second differential 336 connects the second drive shaft 332 to a pair of wheel additional axles 306, which in turn connect to a pair of additional wheels 308. The additional wheels 308 are fixed to the additional wheel axles 306 by additional wheel connectors 488 in the form of hubs. This means that the output torque supplied by the electric motor 108 is divided between the first differential 334 and the second differential 336, and in extension between the pair of wheels 304 and the pair of additional wheels 308, thus providing a four-wheel drive with a single electric motor 108 as the only prime mover. The pair of wheels 304 are the rear wheels of the vehicle 300, while the pair of additional wheels 308 are the front wheels providing steering.

[0499] 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 to the clutch input part 320 of a center clutch 318. The second shaft portion 314 is connected to the second differential 336 and the clutch output part 322 of the center clutch 318. A hydraulic control system 212 is connected to and controls the operation of the center clutch 318. The center cutch 318 has the same function as the center clutch 318 of the embodiment in FIG. 24.

[0500] FIG. 34 is a schematic view of an embodiment of an automotive road vehicle 300 with an electric powertrain 98 and an additional electric powertrain 298, both according to the embodiment of FIG. 15. The powertrain 98 has a pair of wheel axles 302 connecting a pair of wheels 304 with the output shafts of the first torque converter 200 and the second torque converter 202 of the powertrain 98. The wheels 304 are fixed to the wheel axles 302 by wheel connectors 486 in the form of hubs. Similarly, it has a pair of additional wheel axles 306 connecting a pair of additional wheels 308 with the output shafts of the first torque converter 200 and the second torque converter 202 of the additional powertrain 298. The additional wheels 308 are fixed to the additional wheel axles 306 by additional wheel connectors 488 in the form of hubs.

[0501] The hydraulic control system 212 is connected to the first and second torque converters 200 and 202 of the powertrain 98 and the additional power train 298. This way, the amount of torque supplied by each wheel 304 and 308 can be individually controlled by the first and second torque converters 200 and 202 and the hydraulic control system 212, and the vehicle can be selectively operated with front-wheel drive, rear-wheel drive, and four-wheel drive with active torque vectoring in each of the modes.

[0502] In alternative embodiments, the automotive road vehicle 300 has an electric powertrain 98 and an additional electric powertrain 298 according to the embodiment of FIG. 22 or 23.

[0503] FIG. 35 is a schematic view of an embodiment of an automotive road vehicle 300 with an electric powertrain 98 and an additional electric powertrain 298, both according to the embodiment of FIG. 13. The powertrain 98 has a pair of wheel axles 302 connecting a pair of wheels 304 with the clutch output part of the first and second clutches 132 and 134 of the powertrain 98. The wheels 304 are fixed to the wheel axles 302 by wheel connectors 486 in the form of hubs. Similarly, it has a pair of additional wheel axles 306 connecting a pair of additional wheels 308 with the clutch output part of the first and second clutches 132 and 134 of the additional electric powertrain 298. The additional wheels 308 are fixed to the additional wheel axles 306 by additional wheel connectors 488 in the form of hubs.

[0504] The hydraulic control system 212 is connected to the first clutch 132 and the second clutch 134 of the powertrain 98 and the additional power train 298. This way, the amount of torque supplied by each wheel 304 and 308 can be individually controlled by the clutches 132 and 134 and the hydraulic control system 212 to give a four-wheel drive with torque vectoring on all wheels.

[0505] In alternative embodiments, the automotive road vehicle 300 has an electric powertrain 98 and an additional electric powertrain 298 according to the embodiment of FIG. 20 or 21.

[0506] FIG. 36 is a schematic view of an embodiment of an automotive road vehicle 300 having an electric powertrain 98 with a drivetrain 408 and an electric motor 108 having a stator (not shown) and a rotor (not shown).

[0507] The drivetrain 408 has a final drive 410 with an input shaft 428, a first output shaft 430, and a second output shaft 432 that are connected by a differential 184. The differential has a bevel gear 482 that convert torque received by the input shaft 428 to a torque supplied by the first output shaft 430, and a second output shaft 432 at a first gear ratio. A first wheel axle 412 is connected to the first output shaft 430 and a second wheel axle 414 is connected to the second output shaft 432. A first wheel 400 is fixed to the first wheel axle 412 by a wheel connector 486 in the form of a hub, and a second wheel 402 is connected to the second wheel axle 414 by a wheel connector 486 in the form of a hub. This first pair of wheels are the rear wheels of the road vehicle 300.

[0508] The drivetrain 408 further has an additional final drive 416 with an additional input shaft 434, a first additional output shaft 436, and a second additional output shaft 438 that are connected by a differential 184. The differential has a bevel gear 484 that convert torque received by the additional input shaft 434 to a torque supplied by the first additional output shaft 436, and a second additional output shaft 438 at a second gear ratio that is smaller than the first gear ratio. A first additional wheel axle 418 is connected to the first additional output shaft 436 and a second additional wheel axle 420 is connected to the second additional output shaft 438. A first additional wheel 404 is fixed to the first additional wheel axle 418 by an additional wheel connector 488 in the form of a hub, and a second additional wheel 406 is fixed to the second additional wheel axle 420 by an additional wheel connector 488 in the form of a hub. This second pair of wheels are the front steering wheels of the road vehicle 300.

[0509] The drivetrain 408 further has a center clutch 442 having a clutch input part 136 and a clutch output part 138, and an additional center clutch 462 having a clutch input part 136 and a clutch output part 138. Each clutch has an (a) unengaged state in which there is no torque transfer between the clutch input part 136 and a clutch output part 138, an (b) engaged state with full torque transfer between the clutch input part 136 and the clutch output part 138, and a (c) slipping state in which there is a reduced torque transfer between the clutch input part 136 and the clutch output part 138. In the (a) unengaged state the clutch input part 136 and the clutch output part 138 can rotate freely relative to one another without any kinetic friction there between. In the (b) engaged state the clutch input part 136 and the clutch output part 138 are locked together. In the (c) slipping state the clutch input part 136 and the clutch output part 138 can rotate relative to one another with kinetic friction there between.

[0510] A drive shaft 422 is connected to the input shaft 428 of the final drive and 410 and to the additional input shaft 434 of the additional final drive 416. The drive shaft 422 has a first shaft portion 444, a second shaft portion 446, a first additional shaft portion 464, and a second additional shaft portion 466 arranged as shown in FIG. 36. The second shaft portion 446 and the second additional shaft portion 466 are connected to the input shaft 428 and to the additional input shaft 434, respectively.

[0511] The first shaft portion 444 is connected to the rotor (not shown) of the electric motor 108 and to the clutch input part 136 of the center clutch 442. Similarly, the first additional shaft portion 466 is connected to the rotor (not shown) of the electric motor 108 and to the clutch input part 136 of the additional center clutch 462. The second shaft portion 446 is connected to the clutch output part 138 of the center clutch 442 and to the input shaft 428 of the final drive 410. The second additional shaft portion 466 is connected to the clutch output part 138 of the additional center clutch 462 and to the additional input shaft 434 of the additional final drive 416. This means that the electric motor 108 supplies torque to the drivetrain 408 between the final drive 410 and the additional final drive 416, or more precisely between the center clutch 442 and the additional center clutch 462.

[0512] Thus, when the center clutch 442 is in the (b) engaged state and the additional center clutch 462 is in the (a) unengaged state, the road vehicle 300 has a rear-wheel drive with the first gear ratio between the electric motor 108 and the first and second wheel 400 and 402. When the center clutch 442 is in the (a) unengaged state and the additional center clutch 462 is in the (b) engaged state, the road vehicle 300 has a front-wheel drive with the second gear ratio between the electric motor 108 and the first and second additional wheel 404 and 406. When one of the center clutches 442 and 462 is in the (b) engaged state and the other is in the (c) slipping state, or when both center clutches 442 and 462 are in the slipping state, the road vehicle 300 has a four-wheel drive.

[0513] The powertrain 98 has a hydraulic control system 212 is connected to the center clutch 442 and the additional center clutch 462. The hydraulic control system individually controls the operation of the center clutches 442 and 462 and determines the state of respective clutch 442 and 462.

[0514] Components of the drivetrain 408 that are described as connected to one another are rotationally fixed and synchronous. Additionally, all shafts and axles are rigid. This means that there are no clutches, gears, or gear shifting mechanisms between the components. The center clutch 442 can be regarded as a clutch arrangement, and the additional center clutch 462 can be regarded as an additional clutch arrangement.

[0515] FIG. 37 is a schematic view of an embodiment of an automotive road vehicle 300 having an electric powertrain 98 with a drivetrain 408 and an electric motor 108 having a stator (not shown) and a rotor (not shown). This embodiment differs from the embodiment of FIG. 36 in that it has no center clutch 442 and that the drive shaft 422 has no first shaft portion 444 and no second shaft portion 446. Instead, the drive train 408 has a first clutch 448 and a second clutch 450, and the first additional shaft portion 464 is connected to the input shaft 428 of the final drive 410. Additionally, the final drive 410 has no differential and the first output shaft 430 and the second output shaft 430 jointly forms a single rigid output shaft 440.

[0516] Each of the first clutch 448 and a second clutch 450 has a clutch input part 136 and a clutch output part 138 and can be operated in the same manner as the earlier center clutch 442.

[0517] The first wheel 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 to the clutch input part 136 of the first clutch 448. The second axle portion 452 is connected to the clutch output part 138 of the first clutch 448 and to the first wheel 400.

[0518] Similarly, the second wheel 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 to the clutch input part 136 of the second clutch 450. The second axle portion 458 is connected to the clutch output part 138 of the second clutch 450 and to the second wheel 400.

[0519] Torque is supplied by the electric motor 108 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.

[0520] Thus, when the first and second clutches 448 and 450 are in the (b) engaged state and the additional center clutch 462 is in the (a) unengaged state, the road vehicle 300 has a rear-wheel drive with the first gear ratio between the electric motor 108 and the first and second wheels 400 and 402. When the first and second clutches 448 and 450 are in the (a) unengaged state and the additional center clutch 462 is in the (b) engaged state, the road vehicle 300 has a front-wheel drive with the second gear ratio between the electric motor 108 and the first and second additional wheels 404 and 406. Four-wheel drive is available with the first and second clutches 448 and 450 in the (b) engaged state and the additional center clutch 462 is in the (c) slipping state, and vice versa. It is also available with all clutches 448, 450, and 462 in the (c) slipping state.

[0521] The hydraulic control system 212 is connected to the first and second clutches 448 and 450 and the additional center clutch 462. The hydraulic control system individually controls the operation of the clutches 448, 450, and 462.

[0522] Components of the drivetrain 408 that are described as connected to one another are rotationally fixed and synchronous. Additionally, all shafts and axles are rigid. This means that there are no clutches, gears, or gear shifting mechanisms between the components. The first and second clutches 448 and 450 can be regarded as a clutch arrangement, and the additional center clutch 462 can be regarded as an additional clutch arrangement.

[0523] FIG. 38 is a schematic view of an embodiment of an automotive road vehicle 300 having an electric powertrain 98 with a drivetrain 408 and an electric motor 108 having a stator (not shown) and a rotor (not shown). This embodiment differs from the embodiment of FIG. 36 in that it has no additional center clutch 462 and that the drive shaft 422 has no first additional shaft portion 464 and no second additional shaft portion 466. Instead, the drive train 408 has a first additional clutch 468 and a second additional clutch 470, and the first shaft portion 444 is connected to the additional input shaft 434 of the additional final drive 416. Additionally, the additional final drive 416 has no differential and the first additional output shaft 436 and the second additional output shaft 438 jointly forms a single rigid additional output shaft 441.

[0524] Each of the first additional clutch 468 and a second additional clutch 470 has a clutch input part 136 and a clutch output part 138 and can be operated in the same manner as the earlier additional center clutch 462.

[0525] The first additional wheel 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 to the clutch input part 136 of the first additional clutch 468. The second additional axle portion 472 is connected to the clutch output part 138 of the first additional clutch 468 and to the first additional wheel 404.

[0526] Similarly, the second additional wheel 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 to the clutch input part 136 of the second additional clutch 470. The second axle additional portion 478 is connected to the clutch output part 138 of the second additional clutch 470 and to the second additional wheel 406.

[0527] Torque is supplied by the electric motor 108 to the drivetrain 408 between the final drive 410 and the additional final drive 416, or more precisely between the additional final drive 416 and the center clutch 442.

[0528] Thus, when the first and second additional clutches 468 and 470 are in the (b) engaged state and the center clutch 442 is in the (a) unengaged state, the road vehicle 300 has a front-wheel drive with the second gear ratio between the electric motor 108 and the first and second additional wheels 404 and 406. When the first and second additional clutches 468 and 470 are in the (a) unengaged state and the center clutch 442 is in the (b) engaged state, the road vehicle 300 has a rear-wheel drive with the first gear ratio between the electric motor 108 and the first and second wheels 400 and 402. Four-wheel drive is available with the first and second additional clutches 468 and 470 in the (b) engaged state and the center clutch 442 is in the (c) slipping state, and vice versa. It is also available with all clutches 442, 468, and 470 in the (c) slipping state.

[0529] The hydraulic control system 212 is connected to the first and second additional clutches 468 and 470 and the center clutch 442. The hydraulic control system individually controls the operation of the clutches 442, 468, and 470.

[0530] Components of the drivetrain 408 that are described as connected to one another are rotationally fixed and synchronous. Additionally, all shafts and axles are rigid. This means that there are no clutches, gears, or gear shifting mechanisms between the components. The center clutch 442 can be regarded as a clutch arrangement, and the first and second additional clutches 468 and 470 can be regarded as an additional clutch arrangement.

[0531] FIG. 39 is a schematic view of an embodiment of an automotive road vehicle 300 having an electric powertrain 98 with a drivetrain 408 and an electric motor 108 having a stator (not shown) and a rotor (not shown). This embodiment differs from the embodiment of FIG. 37 in that it has no additional center clutch 462 and that the drive shaft 422 has no first additional shaft portion 464 and no second additional shaft portion 466. This means that the drive shaft 422 has no shaft portions 444, 446, 464, and 466. Instead, the drive train 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 and to the additional input shaft 434 of the final drive 410 and the additional final drive 416, respectively. Additionally, the additional final drive 416 has no differential and the first additional output shaft 436 and the second additional output shaft 438 jointly forms a single rigid additional output shaft 441.

[0532] Each of the first additional clutch 468 and a second additional clutch 470 has a clutch input part 136 and a clutch output part 138 and can be operated in the same manner as the earlier additional center clutch 462.

[0533] Similar to the embodiment of FIG. 38, the first additional wheel 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 to the clutch input part 136 of the first additional clutch 468. The second additional axle portion 472 is connected to the clutch output part 138 of the first additional clutch 468 and to the first additional wheel 404.

[0534] The second additional wheel 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 to the clutch input part 136 of the second additional clutch 470. The second axle additional portion 478 is connected to the clutch output part 138 of the second additional clutch 470 and to the second additional wheel 406.

[0535] Torque is supplied by the electric motor 108 to the drivetrain 408 between the final drive 410 and the additional final drive 416.

[0536] Thus, when the first and second clutches 448 and 450 are in the (b) engaged state and the first and second additional clutches 468 and 470 are in the (a) unengaged state, the road vehicle 300 has a rear-wheel drive with the first gear ratio between the electric motor 108 and the first and second wheels 400 and 402. When the first and second clutches 448 and 450 are in the (a) unengaged state and the first and second additional clutches 468 and 470 are in the (b) engaged state, the road vehicle 300 has a front-wheel drive with the second gear ratio between the electric motor 108 and the first and second additional wheels 404 and 406. Four-wheel drive is available with the first and second clutches 448 and 450 in the (b) engaged state and the first and second additional clutches 468 and 470 in the (c) slipping state, and vice versa. It is also available with all clutches 448, 450, 468, and 470 in the (c) slipping state.

[0537] The hydraulic control system 212 is connected to the first and second clutches 448 and 450 and the first and second additional clutches 468 and 470. The hydraulic control system individually controls the operation of the clutches 448, 450, 468, and 470.

[0538] Components of the drivetrain 408 that are described as connected to one another are rotationally fixed and synchronous. Additionally, all shafts and axles are rigid. This means that there are no clutches, gears, or gear shifting mechanisms between the components. For example, the drive shaft 422 as a whole is rigid and not interrupted by any functional components, such as a reduction gear or clutch, between the final drive 410 and the additional final drive 416. The first and second clutches 448 and 450 can be regarded as a clutch arrangement, and the first and second additional clutches 468 and 470 can be regarded as an additional clutch arrangement.

[0539] FIG. 40 is a schematic view of an embodiment of an automotive road vehicle 300 having an electric powertrain 98 with a drivetrain 408 and an electric motor 108 having a stator (not shown) and a rotor (not shown). This embodiment differs from the embodiment of FIG. 39 in that the rotor (not shown) of the electric motor 108 is connected to the first axle portion 452 of first wheel axle 412. This means that the electric motor 108 supplies 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 part 136 of the second clutch 450 are rotationally fixed and synchronous.

[0540] The operation of the clutches 448, 450, 468, and 470 is the same as described in relation to the embodiment of FIG. 38.

[0541] FIG. 41 is a schematic view of an embodiment of an automotive road vehicle 300 having an electric powertrain 98 with a drivetrain 408 and an electric motor 108 having a stator (not shown) and a rotor (not shown). This embodiment differs from the embodiment of FIG. 39 in that the powertrain 98 has an additional electric motor 480 connected to the first axle portion 456 of second wheel axle 414. This means that the additional electric motor 480 supplies 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 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 part 136 of the second clutch 450 are rotationally fixed and synchronous, and that torque supplied by the additional electric motor 480 is simply added to the torque supplied by the electric motor 108.

[0542] The operation of the clutches 448, 450, 468, and 470 is the same as described in relation to the embodiment of FIG. 38.

[0543] FIG. 42 is a schematic view of an embodiment of an automotive road vehicle 300 having an electric powertrain 98 with a drivetrain 408 and an electric motor 108 having a stator (not shown) and a rotor (not shown). This embodiment differs from the embodiment of FIG. 36 in that the electric motor 108 has been replaced by a drive assembly 350 as described in relation to FIG. 4. The output shaft 108 of the torque converter 100 forms part of the drive shaft 422. The first shaft portion 444 is connected to the output shaft 108 on the first side 356 of the drive assembly 350, and the first additional shaft portion 464 is connected to the output shaft 108 on the second side 358. This way, the drivetrain 408 is configured to distribute torque from the drive assembly 408 to the pair of wheel connectors 346 and the pair of additional wheel connectors 348. The hydraulic control system 212 is connected to the torque converter 100 of the drive assembly and controls its function.

[0544] FIG. 43 is a schematic view of an embodiment of an automotive road vehicle 300 having an electric powertrain 98 with a drivetrain 408 and an electric motor 108 having a stator (not shown) and a rotor (not shown). This embodiment differs from the embodiment of FIG. 39 in that the electric motor 108 has been replaced by a drive assembly 350 as described in relation to FIG. 4. The output shaft 108 of the torque converter 100 forms part of the drive shaft 422. The first side 356 of the drive assembly 350 faces the final drive 410 and the second side 358 of the drive assembly faces the additional final drive 416. This way, the drivetrain 408 is configured to distribute torque from the drive assembly 408 to the pair of wheel connectors 346 and the pair of additional wheel connectors 348. The hydraulic control system 212 is connected to the torque converter 100 of the drive assembly and controls its function.

[0545] In each of the above embodiments of an automotive road vehicle 300, the powertrain 98 has an energy storage 338 in the form of a battery. The energy storage is coupled to an inverter 340 forming part of the powertrain 98. The inverter 340 in turn is coupled to the electric motor 108 of the powertrain 98. If the vehicle 300 has an additional powertrain 298, the latter has an additional inverter 342 that is coupled to the energy storage 338 and the electric motor 108 of the additional powertrain 298. Similarly, if the powertrain 98 has an additional motor 480 it also has an additional inverter 342 that is coupled to the energy storage 338 and the additional electric motor 480. If the powertrain 98 has a tertiary electric motor 326 it also has a tertiary inverter 344 coupled to the energy storage 338 and the tertiary electric motor 326. This means that the same electric power storage 338 supplies electric power to all electric motors 108 and 326 in the electric vehicle 300. The different inverters 340, 342, and 344 controls the operation of the electric motors 108 and 326 they are connected to and can be operated independently from one another. This way, if the automotive road vehicle 300 has a powertrain 98 and an additional powertrain 298, it can selectively be operated in front-wheel drive, rear-wheel drive, or four-wheel drive.

ITEM LIST

[0546] 10 torque converter [0547] 12 rear end or first end of torque converter [0548] 14 front end or second end of torque converter [0549] 16 output shaft [0550] 18 cover [0551] 20 rear cover portion [0552] 22 front cover portion [0553] 24 rear shaft aperture [0554] 26 impeller [0555] 28 turbine [0556] 30 stator [0557] 32 rear shaft portion or first shaft portion of output shaft [0558] 34 central shaft portion [0559] 36 front shaft portion or second shaft portion of output shaft [0560] 38 front shaft aperture [0561] 40 stator support [0562] 42 freewheel [0563] 44 input shaft [0564] 46 input shaft bore [0565] 48 rear opening of input shaft bore [0566] 50 front opening of input shaft bore [0567] 52 torque input hub [0568] 54 clutch (of torque converter) [0569] 56 stator support bore [0570] 58 rear opening of stator support bore [0571] 60 front opening of stator support bore [0572] 62 rear radial rolling bearing [0573] 64 damper [0574] 66 piston [0575] 68 friction disc [0576] 70 shaft conduit [0577] 72 rotational axis [0578] 98 electric powertrain [0579] 100 torque converter (dual output) [0580] 102 rear end or first end of torque converter [0581] 104 front end or second end of torque converter [0582] 106 output shaft [0583] 108 electric motor [0584] 110 motor shaft [0585] 112 input shaft of the torque converter [0586] 114 cover of torque converter [0587] 116 motor shaft bore [0588] 118 front opening of motor shaft bore [0589] 120 rear opening of motor shaft bore [0590] 122 stator [0591] 124 rotor [0592] 126 housing [0593] 128 motor partition of housing [0594] 130 radial rolling bearing [0595] 132 first clutch [0596] 134 second clutch [0597] 136 clutch input part [0598] 138 clutch output part [0599] 140 rear shaft portion or first shaft portion of output shaft of torque converter [0600] 142 front shaft portion or second shaft portion of output shaft of torque converter [0601] 144 first clutch partition [0602] 146 first radial rolling bearing [0603] 148 second clutch partition [0604] 150 second radial rolling bearing [0605] 152 bevel gear assembly [0606] 154 gear input shaft [0607] 156 gear output shaft [0608] 158 bevel gear [0609] 160 first end of gear output shaft [0610] 162 second end of gear output shaft [0611] 164 bevel gear partition [0612] 166 radial rolling bearing [0613] 168 motor partition [0614] 170 torque converter (single output) [0615] 172 rear end [0616] 174 front end [0617] 176 output shaft [0618] 178 torque converter partition [0619] 180 radial rolling bearing [0620] 182 shaft conduit [0621] 184 differential [0622] 186 gear input shaft [0623] 188 first gear output shaft [0624] 190 second gear output [0625] 192 first shaft portion of motor shaft [0626] 194 first side of motor [0627] 196 second shaft portion of motor shaft [0628] 198 second side of motor [0629] 200 first torque converter [0630] 202 second torque converter [0631] 204 first torque converter partition [0632] 206 first radial rolling bearing [0633] 208 second torque converter partition [0634] 210 second radial rolling bearing [0635] 212 hydraulic control system [0636] 214 pressure conduits [0637] 216 reduction gear set [0638] 218 reduction gear input part [0639] 220 reduction gear output part [0640] 222 sun gear [0641] 224 carrier [0642] 226 planet gears [0643] 228 ring gear. [0644] 230 reduction gear bore [0645] 232 front opening [0646] 234 rear opening [0647] 236 first reduction gear set [0648] 238 second reduction gear set [0649] 298 additional electric powertrain [0650] 300 automotive road vehicle [0651] 302 wheel axle [0652] 304 wheel [0653] 306 additional wheel axle [0654] 308 additional wheel [0655] 310 drive shaft [0656] 312 first shaft portion of drive shaft [0657] 314 second shaft portion of drive shaft [0658] 316 additional differential [0659] 318 center clutch [0660] 320 clutch input part [0661] 322 clutch output part [0662] 324 additional bevel gear assembly [0663] 326 tertiary electric motor [0664] 328 motor shaft [0665] 330 first drive shaft [0666] 332 second drive shaft [0667] 334 first differential [0668] 336 second differential [0669] 338 energy storage [0670] 340 inverter [0671] 342 additional inverter [0672] 344 tertiary inverter [0673] 346 first wheel connector [0674] 348 second wheel connector [0675] 350 drive assembly [0676] 356 first side of drive assembly [0677] 358 second side of drive assembly 360 first aperture [0678] 362 second aperture [0679] 400 first wheel [0680] 402 second wheel [0681] 404 first additional wheel [0682] 406 second additional wheel [0683] 408 drivetrain [0684] 410 final drive [0685] 412 first wheel axle [0686] 414 second wheel axle [0687] 416 additional final drive [0688] 418 first additional wheel axle [0689] 420 second additional wheel axle [0690] 422 drive shaft [0691] 424 clutch arrangement [0692] 426 additional clutch arrangement [0693] 428 input shaft of final drive [0694] 430 first output shaft of final drive [0695] 432 second output shaft of final drive [0696] 434 additional input shaft of additional final drive [0697] 436 first additional output shaft of additional final drive [0698] 438 second additional output shaft of additional final drive [0699] 440 single output shaft [0700] 441 single additional output shaft [0701] 442 center clutch [0702] 444 first shaft portion of drive shaft [0703] 446 second shaft portion of drive shaft [0704] 448 first clutch [0705] 450 second clutch [0706] 452 first axle portion of first wheel axle [0707] 454 second axle portion of first wheel axle [0708] 456 first axle portion of second wheel axle [0709] 458 second axle portion of second wheel axle [0710] 462 additional center clutch [0711] 464 first additional shaft portion [0712] 466 second additional shaft portion [0713] 468 first additional clutch [0714] 470 second additional clutch [0715] 472 first axle portion of first additional wheel axle [0716] 474 second axle portion of first additional wheel axle [0717] 476 first axle portion of second additional wheel axle [0718] 478 second axle portion of second additional wheel axle [0719] 480 additional electric motor [0720] 482 bevel gear of final drive [0721] 484 bevel gear of additional final drive [0722] 486 wheel connector [0723] 488 additional wheel connector