ELECTRIC MOTOR COOLING SYSTEM FOR ELECTRIC VEHICLES

CROSS REFERENCE TO RELATED APPLICATIONS:

[01] The present application claims priority from Indian Provisional Patent Application No. 202221013209 filed on 11 ^th March 2022, the entirety of which is incorporated herein by a reference.

TECHNICAL FIELD:

[02] Generally, the present disclosure relates to a powertrain cooling system for electric vehicles. In particular, the present disclosure relates to the powertrain cooling system to provide cooling mechanism for an electric motor of the electric vehicles.

BACKGROUND:

[03] The electric vehicle(s) (EVs) are currently experiencing a growing demand due to the growing lack of fossil fuels and due to carbon dioxide emissions from exhaust in conventional internal engine vehicles. The EVs purely utilize an electric drive motor which is run on electric energy stored in a battery.

[04] Traditionally, in the EV an electric motor is mounted directly on the hub of a rear wheel or is coupled to the rear wheel using an auxiliary transmission unit with fixed gear ratio. The auxiliary transmission unit is further connected with the sprocket to drive the rear wheel. The electric motor is cooled by the means of air which flows over the electric motor as the electric vehicle moves. The air flow cooling system in the electric vehicle does not provide an efficient cooling system which results in lowered operating efficiency of the motor and shorter burst of the peak power from the motor.

[05] Thus, there exists a need for an efficient cooling system for the electric motor of the electric vehicle which increases operating efficiency of the motor and eliminates shorter bursts of peak power from the electric motor.

SUMMARY:

[06] An object of the present disclosure is to provide a powertrain cooling system for providing an efficient cooling system for the electric motor which increases operating efficiency of the motor. [07] Another object of the present disclosure is to provide a powertrain cooling system for providing an efficient cooling system for the electric motor which eliminates shorter bursts of peak power from the electric motor.

[08] Another object of the present disclosure is to provide a powertrain cooling system that maximizes coolant circulation area by providing a rapid cooling system for the electric motor which optimizes range of the electric vehicle.

[09] Other objects and advantages of the system of the present disclosure will be more apparent from the following description when read in conjunction with the accompanying figures, which are not intended to limit the scope of present disclosure.

[010] The present disclosure overcomes one or more shortcomings of the prior art and provides additional advantages discussed throughout the present disclosure.

[Oil] In an aspect of the present disclosure, there is provided a powertrain cooling system for the electric vehicle. The powertrain cooling system includes a motor, a gearbox enclosed in a gearbox casing. A portion of the gearbox casing is adapted to enclose the motor. The powertrain cooling system further includes a cooling housing arranged around a periphery of the portion of the gearbox casing. The cooling housing comprises at least one non-linear channel for circulation of coolant.

[012] The system, as disclosed in the present disclosure, is advantageous in terms of providing an efficient cooling system for the electric motor which increases operating efficiency of the motor. Further, the system, as disclosed in the present disclosure, provides an efficient cooling system for the electric motor which eliminates shorter bursts of peak power from the electric motor. Furthermore, the system, as disclosed in the present disclosure, provides a rapid cooling system for the electric motor which optimizes range of the electric vehicle.

[013] Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS:

[014] The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.

[015] Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:

[016] FIG. 1 illustrates a block diagram of a powertrain system of the electric vehicle, in accordance with an embodiment of the present disclosure.

[017] FIG. 2 illustrates a perspective view of a frame assembly, in accordance with an embodiment of the present disclosure.

[018] FIG. 3 illustrates a powertrain cooling system for an electric vehicle, in accordance with an embodiment of the present disclosure.

[019] FIG. 4 illustrates a perspective view of a gearbox casing, in accordance with an embodiment of the present disclosure.

[020] FIG. 5 illustrates a cross-sectional view of a press-fit portion of the gearbox casing, in accordance with an embodiment of the present disclosure.

[021] FIG. 6 illustrates a cross-sectional view of an outer casing portion of the gearbox casing, in accordance with an embodiment of the present disclosure.

[022] FIG. 7 illustrates a cross-sectional view of a powertrain cooling system, in accordance with an embodiment of the present disclosure.

[023] FIG. 8 illustrates a powertrain cooling system for lubrication of gearbox, in accordance with an embodiment of the present disclosure.

[024] Common reference numerals are used throughout the drawings and the detailed description to indicate the same elements.

[025] In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non- underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing.

DETAILED DESCRIPTION:

[026] The following detailed description illustrates embodiments of the present disclosure and ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognise that the other embodiments for carrying out or practicing the present disclosure are also possible.

[027] The detailed description set forth below in connection with the appended drawings is intended as a description of certain embodiments for a powertrain cooling system for an electric vehicle and is not intended to represent the only forms that may be developed or utilized. The description sets forth the various structures and/or functions in connection with the illustrated embodiments; however, it is to be understood that the disclosed embodiments are merely exemplary of the present disclosure that may be embodied in various and alternative forms. The figures are not necessarily to scale, some features may be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present disclosure.

[028] While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and will be described in detail below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternatives falling within the scope of the disclosure.

[029] The terms “comprise(s)”, “comprising”, “include(s)”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a setup, system that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or system or method. In other words, one or more elements in a system or apparatus preceded by “comprises. . . a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.

[030] In the following detailed description of the embodiments of the disclosure, reference is made to the accompanying drawings that form a part hereof, and which are shown by way of illustration specific embodiments in which the disclosure may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, and it is to be understood that other embodiments may be utilized and that changes may be made without departing from the scope of the present disclosure. The following description is, therefore, not to be taken in a limiting sense. [031] The present invention will be described herein below with reference to the accompanying drawings. In the following description, well known functions or constructions are not described in detail since they would obscure the description with unnecessary detail.

[032] Referring to attached drawings, embodiments of the present disclosure will be described below, “front”, “rear”, “right”, “left”, “upper” and “lower” denote each position of a vehicle viewed from a rider. The drawings shall be viewed with regard to the reference numbers.

[033] The present disclosure describes a powertrain cooling system for an electric vehicle which enables flow of the coolant in a powertrain system of the electrical vehicle.

[034] Fig. 1 is a powertrain system 100 of an electric vehicle (not shown in Fig. 1). The powertrain system 100 includes a driving motor 102 and a gearbox 104. The driving motor 102 includes a motor shaft (not shown in Fig. 1). The driving motor 102 is connected with the gearbox 104 by using the motor shaft.

[035] The electric vehicle includes one or more power sources. The one or more power source may be configured to provide drive power, system and/or subsystem power, accessory power, and so forth. The one or more power source provides power to the driving motor 102 of the powertrain system 100.

[036] The driving motor 102 drives (i..e allows rotation) the motor shaft by using the received power from the one or more power sources. The motor shaft in the driving motor 102 is a component that extrudes out from the driving motor 102. The purpose of the motor shaft is to convert energy from the driving motor 102 into an end use application. When no load is applied to the motor shaft, the motor shaft runs at its fastest speed for that voltage with near zero torque. When enough load is applied to the motor shaft, the motor shaft stops running and generates the maximum amount of torque for that voltage.

[037] The gearbox 104 is a mechanical device used to increase the output torque. The motor shaft of the driving motor 102 is connected to one end of the gearbox 104 and through the internal configuration of gears of the gearbox 104, the gearbox 104 provides a given output torque and speed determined by the gear ratio.

[038] The gearbox 104 that is engaged with the driving motor 102 receives mechanical energy when the motor shaft rotates. The gearbox 104 provides the received mechanical energy to wheels (not shown in Fig. 1) of the electric vehicle to drive the electric vehicle.

[039] Fig. 2 is a frame assembly 200 of the electric vehicle. The frame assembly 200 is constituted by a frame 202 and a powertrain cooling system 204. The powertrain cooling system 204 provides a cooling mechanism to the powertrain system (such as the powertrain system 100 of Fig. 1) by circulating a coolant in the powertrain system 100.

[040] The frame 202 comprises a separate frame and body construction (i.e., body-on-frame construction), a unitary frame and body construction (i.e., a unibody construction), or any other construction defining the structure of the vehicle. The frame 202 is made from one or more materials including, not limited to, steel, titanium, aluminium, carbon fibre, plastic, polymers, etc., and/or combinations thereof. The frame 202 is formed, welded, fused, fastened, pressed, etc., combinations thereof, or otherwise shaped to define a physical structure and strength of the vehicle. In any event, the frame 202 may comprise one or more surfaces, connections, protrusions, cavities, mounting points, pads, tabs, slots, or other features that are configured to receive other components that make up the vehicle. For example, the body panels, powertrain, control system, interior components, and/or safety elements may interconnect with, or attach to, the frame 202 of the vehicle. The main criteria for the development of frame 202 are rigidity, strength and cost elimination. The frame 202 of the vehicle carries a considerable amount of weight.

[041] In a non-limiting embodiment of the present disclosure, the powertrain cooling system 204 is mounted within a frame 202 of the electric vehicle. In particular, the powertrain cooling system 204 is mounted to a portion of the electric vehicle via one or more attachment points. For instance, the powertrain cooling system 204 is interconnected with the frame 202 via a bolted connection, clamped connection, or other attachment. In one embodiment, the powertrain cooling system 204 includes one or more features configured to provide a removable connection to the frame 202 of the vehicle. These features include one or more flanges, ledges, feet, pads, protrusions, bolt holes, apertures, studs, threaded holes, threaded rods, and/or combinations thereof.

[042] As illustrated in Fig. 3, the powertrain cooling system 300 (such as powertrain cooling system 204 of Fig. 1) for an electric vehicle is constituted by a motor 302 (such as the driving motor 102 of Fig. 2), a gearbox 304 (such as the gearbox 104 of Fig. 1), a gearbox casing 306, a cooling housing 308, and so forth.

[043] In a non-limiting embodiment of the present disclosure, the powertrain cooling system 300 for the electric vehicle includes the motor 302, the gearbox 304 enclosed in the gearbox casing 306. A portion of the gearbox casing 306 adapted to enclose the motor 302. The powertrain cooling system 300 further includes a cooling housing 308 arranged around a periphery of the portion of the gearbox casing 306. The cooling housing 308 comprises at least one non-linear channel for circulation of coolant.

[044] The present disclosure discloses the powertrain cooling system 300 of the electric vehicle for providing an efficient cooling system for the motor 302 which increases operating efficiency of the motor 302. Further, the powertrain cooling system 300 provides an efficient cooling system for the motor 302 which eliminates a shorter burst of peak power from the motor 302. Furthermore, the powertrain cooling system 300 provides a rapid cooling system for the motor 302 which optimizes range of the electric vehicle.

[045] The motor 302 includes a rotor 310 and a stator 312. The rotor 310 is a rotating electrical component. It also consists of a group of electro-magnets arranged around a cylinder with the poles facing toward the stator poles. The rotor 310 is located inside the stator 312 and is mounted on a motor shaft (not shown in Fig. 3). The motor 302 receives the electrical energy from the power source and the rotor 310 of the motor rotates based on the received electrical energy. The rotor 310 is further connected with the motor shaft of the motor 302 and allows the rotation of the motor shaft of the motor 302 with a rotation energy same as the rotation energy of the rotor 310.

[046] The stator 312 is a stationary part of motor 302 and usually consists of either windings or permanent magnets. The stator act as field magnets that interact with the rotor 310 to create motion in the rotor 310, or as armatures that work with moving field coils on the rotor 310. The stator 312 includes a housing that encloses the rotor 310 along with the other component of the motor 302.

[047] The gearbox 304 is a mechanical device used to increase an output torque or to change the speed of the motor 302. The shaft of the motor 302 is connected to one end of the gearbox 304 and through the internal configuration of gears of the gearbox 304. The gearbox 304 provides a given output torque and speed determined by the gear ratio.

[048] The gearbox casing 306 is a mechanical casing that surrounds the mechanical components of the gearbox 304. It provides mechanical support for the moving components, mechanical protection from the outside world for those internal components, and a fluid-tight container to hold the lubricant that bathes those components.

[049] A material used to manufacture the gearbox casing 306 may be, not limited to, cast iron, cast aluminium, and so forth. The gearbox casing 306 is manufactured by performing a permanent mold casting process or shell molding process on the material related to manufacturing the gearbox casing 306.

[050] The gearbox casing 306 also encloses the motor 302 by using a press-fit process. In particular, the gearbox casing 306 includes a hollow portion in which the motor 302 is inserted by performing the press-fit process. This hollow portion covers some area of the gearbox casing 306 apart from covering the complete area of the gearbox casing 306. After the press-fit process the circular hollow portion encloses the motor 302 by covering the complete portion of the stator 312. This process enables complete enclosing of the motor 302 in the gearbox casing 306.

[051] The cooling housing 308 is a housing that includes non-linear channels for circulation of coolant. The cooling housing 308 is present on a periphery of the gearbox casing 306. The cooling housing 308 covers a portion of the gearbox casing 306 in which the motor 302 is enclosed. In particular, the cooling housing 308 is present on a part of the circular hollow portion and covers an inner periphery of the circular hollow portion. The cooling housing 308 is engaged with a coolant housing (not shown in Fig. 3) that includes the coolant. The coolant flows from the coolant housing towards the cooling housing 308. The cooling housing 308 is made of a material having excellent thermal conductivity. The material may be, not limited to, aluminium, stainless steel, copper, polymer, and so forth.

[052] The heat sink fins 314 are made of a material having excellent thermal conductivity. The material may be, not limited to, aluminium, stainless steel, copper, polymer, and so forth. The heat sink fins 314 are present on an outer side of the gearbox casing 306. The heat sink fins 314 are embedded on the outer periphery of the gearbox casing 306 by using a technique. The technique may be for example, not limited to, a brazing technique, a welding technique, and so forth. The heat sink fins 314 are embedded on the gearbox casing 306 such that the heat sink fins 314 formed an extended portion on the outer surface of the gearbox casing 306. The heat sink fins 314 cover a portion of the gearbox casing 306 in which the motor 302 is enclosed. In particular, the heat sink fins 314 are present on a part of the circular hollow portion and cover the outer periphery of the part of the circular hollow portion. The heat sink fins 314 do not cover the complete outer periphery of the circular hollow portion of the gearbox 304. The heat sink fins 314 cover some area of the outer periphery of the hollow portion of the gearbox 304 apart from covering the complete area of the outer periphery of the hollow portion of the gearbox 304. The heat sink fins 314 allows transfer of the heat generated by the motor 302 through the coolant. The transfer of the heat generated by the motor 302 by using the heat sink fins 314 increases operating efficiency of the motor 302 which results in driving range of vehicle increases.

[053] In a non-limiting embodiment of present disclosure, the motor 302 receives electrical energy from the one or more power source. By receiving the electrical energy, the rotor 310 rotates with the electrical energy which enables the rotation of the motor shaft of the motor 302. As the motor shaft of the motor 302 rotates, the cooling housing 308 receives coolant (present in the electrical vehicle) from the coolant housing of the electrical vehicle. The coolant starts circulating in the non-linear channels. The heat sink fins 314 that is engaged with the nonlinear channels extracts heat generated by the motor 302 during the operation of the motor 302 when the coolant is circulated in the non-linear channels.

[054] Fig. 4 illustrates a perspective view of the gearbox casing 400 (such as the gearbox casing 306 of Fig. 2). The gearbox casing 400 for electric vehicle is constituted by a motor press-fit portion 402, a cooling housing 404 (such as the cooling housing 308 of Fig. 3), a cooling housing inlet hose 406, a cooling housing outlet hose 408, a gearbox lubricant inlet hose 410, heat sink fins 412 (such as the heat sink fins 314 of Fig. 3), and so forth.

[055] The motor press-fit portion 402 of the gearbox casing 400 includes a portion of the gearbox casing 400. A material used to prepare the motor press-fit portion 402 is the same as the material used to prepare the gearbox casing 400. The motor press-fit portion 402 includes a circular hollow portion in which the motor (such as the motor 302 of Fig. 3) is inserted such that the stator portion of the motor 302 is engaged with the motor press-fit portion 402.

[056] The motor press-fit portion 402 includes the cooling housing 404. The cooling housing 404 covers an outer portion of the motor 302 present in motor press-fit portion 402 such that the motor 302 is completely enclosed by the cooling housing 404. The cooling housing 404 includes the cooling housing inlet hose 406 and the cooling housing outlet hose 408. The cooling housing inlet hose 406 is a portion through which the coolant is inserted in the cooling housing 404. The cooling housing outlet hose 408 is a portion through which the coolant extracted from the cooling housing 404.

[057] The gearbox lubricant inlet hose 410 is a portion through which the coolant is inserted in the gearbox (such as the gearbox 304 of Fig. 3).

[058] In a non-limiting embodiment of the present disclosure, the cooling housing inlet hose 406 receives the coolant from the coolant housing (not shown in Fig. 4). This coolant is a lubricant oil stored in the coolant housing. The coolant flows in the cooling housing 404 and extracts heat generated from the motor (such as the motor 302 of Fig. 3) via using the heat sink fins 412. Further, the coolant flowing in the cooling housing 404 is extracted by using the cooling housing outlet hose 408. The extracted coolant from the cooling housing outlet hose 408 is transferred to the gearbox 302 via using the gearbox lubricant inlet hose 410 to lubricate components of the gearbox 304. This continuous lubrication of the gearbox 304 provides extended life-cycle of the gearbox 304. Further, the continuous lubrication of the gearbox 304 reduces noise and vibration of the gearbox 304 during the operation of the gearbox 304.

[059] Fig. 5 illustrates a cross-sectional view of a press-fit portion 500 (such as the press-fit portion 402 of Fig. 4). The cross-section view of the press-fit portion 500 includes an inner casing portion 502 and an outer casing portion 504. The inner casing portion 502 made of a material same as the material of the press-fit portion 500. The inner casing portion 502 engaged with the motor (such as the motor 302 of Fig. 3). The inner casing portion 502 covers the stator (such as the stator 312 of Fig. 3). The inner casing portion 502 includes cavity portion 506 through which the outer casing portion 504 is engaged with the inner casing portion 502.

[060] The outer casing portion 504 is a portion through which the coolant flows. The outer casing portion 504 covers an outer periphery of the inner casing portion 502. The outer casing portion 504 allows circulation of the coolant to extract the heat generated by the motor 302.

[061] Fig. 6 illustrates a cross-sectional view of the outer casing portion 600 includes non-linear channels 602 and the cooling housing outlet hose 604.

[062] In a non-limiting embodiment of the present disclosure, the non-linear cooling channels are spiral cooling channels. These non-linear channels are formed by performing the stamping process on the outer casing portion 600. These spiral cooling channels have a specific pitch and diameter which may vary based on the efficiency required for extraction of the heat from the motor (such as the motor 302 of Fig. 3). The spiral cooling channels are arranged in a spiral manner and cover the motor 302 periphery such that the heat is extracted from the motor. The cooling housing outlet hose 604 extracts the coolant from the non-linear channels 602. The spiral cooling channels in the powertrain cooling system maximizes coolant circulation space/surface for the powertrain cooling system such that the heat extraction efficiency of the motor is increased.

[063] Fig. 7 illustrates a cross-sectional view of a powertrain cooling system 700 (such as the powertrain cooling system 700 of Fig. 1) for electric vehicle. In the powertrain cooling system 700 ₅ the motor (such as the motor 302 of Fig. 3) includes a motor shaft 702. The motor shaft 702 rotates with the energy received from one or more power sources.

[064] The motor shaft 702 includes a first gear 704-a and a second gear 704-b. The first gear 704-a and the second gear 704-b are fixed on the motor shaft 702 either through a mechanical process or through a mechanical arrangement.

[065] In a non-limiting embodiment of the present disclosure, the motor shaft 702 of the motor 302 adapted to engage with a main shaft 708 of the gearbox 706 (such as the gearbox 304 of Fig. 3). The motor shaft 702 comprises the first gear 704-a adapted to engage with a gear 710 of the main shaft 708. In particular, the first gear 704-a is attached to the gearbox 706 by using the gear 710 of the main shaft 708 of the gearbox 706. As the motor shaft 702 rotates, the main shaft 708 of the gearbox 706 also rotates which enables driving of the electric vehicle.

[066] In a non-limiting embodiment of the present disclosure, the powertrain cooling system 700 includes a fluid circulating unit 712. An inlet portion of the fluid circulation unit 712 is connected with a coolant storage housing 714 and an outlet portion of the fluid circulation unit 712 is connected with the cooling housing 716 (such as the cooling housing 308 of Fig. 3). The fluid circulating unit 712 is a mechanical device that is used to circulate oil towards the connected device. The fluid circulating unit 712 includes a gear 718. The fluid circulation unit 712 includes an inlet portion and an outlet portion. The inlet portion of the fluid circulation unit 712 is engaged with a sump 714 (same as the coolant storage housing described above) that stores the lubricant (i.e. coolant). In particular, the fluid circulation unit 712 engages with the sump 714 via using a pipe 720. This pipe 720 allows the flow of the coolant between the fluid circulation unit 710 and the coolant storage housing 714.

[067] Further, the outlet portion of the fluid circulation unit 712 is connected to the cooling housing 716 via using a pipe 722. This pipe 722 allows the flow of the coolant between the fluid circulation unit 712 and the cooling housing 716. A cooling housing inlet hose (such as the cooling housing inlet hose 406 of Fig. 4) of the cooling housing 716 is used to receive the coolant from the fluid circulation unit 712.

[068] In a non-limiting embodiment of the present disclosure, the fluid circulation unit 712 is connected to the motor 302 such that rotatory motion enables circulation of coolant from the inlet portion of the fluid circulation unit 712 to the outlet portion of the fluid circulation unit 712. [069] The gear 718 of the fluid circulation unit 712 is connected to the second gear 704-b of the motor shaft 702.

[070] As the motor shaft 702 of the motor rotates, the gear 718 of the fluid circulation unit 712 also rotates. This rotation of the gear 718 allows the circulation of the coolant from the sump 714 in the powertrain cooling system 700. The fluid circulation unit 712 receives the coolant from the sump 714 via using the inlet portion of the fluid circulation unit 712. Further, the coolant is transferred to the cooling housing 716 via using the outlet portion of the fluid circulation unit 712. The cooling housing 718 receives the coolant from the fluid circulating unit 712 which allows circulation of the coolant in the cooling housing 716. The circulation of the coolant in the cooling housing 716 extracts the heat generated by the motor 302 during the driving of the vehicle.

[071] In a non-limiting embodiment of the present disclosure, the powertrain cooling system 700 includes a radiator 724 connected with the cooling housing 716 such that the coolant flows from the cooling housing 716 towards the radiator 724.

[072] The radiator 724 is heat exchanger used to transfer thermal energy from one medium to another for the purpose of cooling and heating. The radiator 724 is always a source of heat to its environment, although this may be for either the purpose of heating this environment, or for cooling the fluid or coolant supplied to it. In the powertrain cooling system 700, the radiator 724 is engaged with the cooling housing 716 via using the pipe 726. A cooling housing outlet hose (such as the cooling housing outlet hose 408 of Fig. 4) of the cooling housing 716 allows the transfer of the coolant towards the radiator 724. The radiator 724 receives the coolant from the cooling housing 716 and reduces the temperature of the coolant to reduce the heating effect in the electric vehicle.

[073] In a non-limiting embodiment of the present disclosure, the motor 302 receives the energy from one or more power sources. The motor shaft 702 of the motor 302 rotates based on the received energy. As the motor shaft 702 rotates, the second gear 704-b also rotates with a rotational energy same as the rotational energy of the motor shaft 702. The second 704-b that is attached with the gear 718, also rotates based on the rotation of the gear 704-b. The rotation of the gear 718 generates a pressure in the sump 714. This pressure allows the circulation of the coolant from the sump 714 towards the cooling housing 716. The coolant flows in the cooling housing 716 extracts the heat generated during an operation of the motor 302. During the circulation of the coolant in the cooling housing 716 temperature of the coolant rises due the heat energy of the motor 302. To lower the temperature of the coolant, the coolant flows towards the radiator 724. The radiator 724 reduces the temperature of the coolant to minimize the heating effect of the coolant in the electric vehicle.

[074] The present disclosure discloses that the system 700 provides an efficient cooling system for the electric motor which increases operating efficiency of the motor. Further, the system 700 provides an efficient cooling system for the electric motor which eliminates a shorter burst of peak power from the electric motor. Furthermore, the system 700 provides a rapid cooling system for the electric motor which optimizes range of the electric vehicle.

[075] The conventional electrical vehicle includes two separate systems or mechanisms for cooling and lubrication. The separate cooling mechanism and the lubrication mechanism increases the overall weight of the electric vehicle which results in poor range and driving dynamics.

[076] To overcome this problem, Fig. 8 describes a powertrain cooling system (such as the powertrain cooling system 300 of Fig. 3) in which the radiator 802 (such as the radiator 724 of Fig. 7) is engaged with the gearbox (such as the gearbox 304 of Fig. 3).

[077] In a non-limiting embodiment of the present disclosure, the radiator 802 is connected to the gearbox 804 such that the coolant flows from the radiator 802 to the gearbox 804. In view of Fig. 7, the radiator 802 receives the coolant from the cooling housing (such as the cooling housing 716 of Fig. 7) to reduce the temperature of the coolant. The radiator 802 is engaged with the gearbox 804 (such as the gearbox 304 of Fig. 3) using a flow pipe 806. The coolant from the radiator 802 is transferred by using a gearbox lubricant inlet hose (such as the gearbox lubricant inlet hose 410 of Fig. 4) towards the gearbox 804. This engagement allows the transfer of the lubricant (i.e. coolant) towards the gearbox 804 for lubrication of components of the gearbox 804. This continuous lubrication of the component of the gearbox 804 using the coolant increases the life-cycle of the gearbox 804. Further, the lubrication of the gearbox 804 reduces noise and vibration generated during the operation of the gearbox 804. Furthermore, the lubrication of the gearbox 804 reduces the operating temperature of the gearbox 804.

[078] In a non-limiting embodiment of the present disclosure, the coolant is circulated in the cooling housing (such as the cooling housing 716 of Fig. 7). This coolant is further transferred to the radiator 802 by engaging the cooling housing 716 with the radiator 802. The radiator 802 decreases the temperature of the coolant. Same coolant is further transferred to the gearbox 804 by engaging the radiator 802 to provide continuous lubrication of the component of the gearbox 804. This arrangement in the powertrain cooling system 800 reduces the overall weight of the electric vehicle to increase the driving range of the electric vehicle by eliminating the requirement of separate cooling mechanism and lubrication mechanism for the electric vehicle. [079] These examples are presented herein for purposes of illustration, and not limitation. Further, the boundaries of the functional building blocks have been arbitrarily defined herein for the convenience of the description. Alternative boundaries can be defined so long as the specified functions and relationships thereof are appropriately performed.

[080] As will be appreciated by one skilled in the art, the present disclosure may be embodied as a system. Accordingly, the present disclosure may take the form of an entirely hardware embodiment and hardware aspects that may all generally be referred to herein as a “circuit,” “module,” or “system.” As used herein, the terms ‘power transmission system’, transmission system, ‘power transmission’ and ‘transmission’ are used interchangeably and refer to a combination of a gearbox, an electric motor, a rotary electric unit which transmits power through the gearbox, and a clutch which is provided between the input shaft and the output shaft of said gearbox to control the torque between the input shaft and the output shaft. The power transmission system may further include, but not limited to, differential, live axle and so forth.

[081] As used herein, the terms ‘gearbox’, ‘gear-shift’ and ‘gear-shift arrangement’ are used interchangeably and refer to a combination of a set of gears and their casing, connected to a clutch. Further, when in operation, the gearbox is operable to control the torque between the input shaft and the output shaft.

[082] Modifications to embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as “including”, “comprising”, “incorporating”, “have”, “is” used to describe and claim the present disclosure are intended to be construed in a non-exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural where appropriate.

[083] Although embodiments have been described with reference to a number of illustrative embodiments thereof, it should be understood that numerous other modifications and embodiments can be devised by those skilled in the art that will fall within the spirit and scope of the principles of this disclosure. More particularly, various variations and modifications are possible in the component parts and/or arrangements of the subject combination arrangement within the scope of the present disclosure, the drawings and the appended claims. In addition to variations and modifications in the component parts and/or arrangements, alternative uses will also be apparent to those skilled in the art.