Electric vehicle drive units

Patent metadata

Field	Value
Publication number	US-10938273-B2
Application number	US-201816220795-A
Country	US
Kind code	B2
Filing date	Dec 14, 2018
Priority date	Dec 15, 2017
Publication date	Mar 2, 2021
Grant date	Mar 2, 2021

Abstract

A dual drive unit may include two motors, two power transfer mechanisms, and two output shafts. The output shafts are co-linear. The dual drive unit may include two single drive units, which may be similar to each other, coupled together at a joint, which may optionally include a clutch. A drive unit may be modular, and various components may be combined to provide power to an output shaft. For example, a drive unit may include a differential at a first interface, which may be removable, and two drive units may be coupled together at the first interface. A drive unit may have a Z configuration, wherein a motor on a first side of a vehicle powers a wheel on an opposite side of the vehicle.

First claim

What is claimed is:

1. A drive system, comprising:
a first drive unit comprising:
a first motor comprising a first motor shaft configured to rotate;
a first output shaft configured to rotate about a drive axis;
a first power transfer mechanism configured to:
couple rotation of the first motor shaft to rotation of the first output shaft; and
reduce a rotation rate of the first output shaft relative to a rotation rate of the first motor shaft;

a second drive unit comprising:
a second motor comprising a second motor shaft configured to rotate, wherein the second motor shaft is not connected to the first motor shaft;
a second output shaft configured to rotate about the drive axis;
a second power transfer mechanism configured to:
couple rotation of the second motor shaft to rotation of the second output shaft; and
reduce a rotation rate of the second output shaft relative to a rotation rate of the second motor shaft; and

a clutch assembly arranged between the first drive unit and the second drive unit and coupled to the first output shaft and the second output shaft, wherein the clutch assembly, when engaged, is configured to transfer torque between the first output shaft and the second output shaft.

2. The drive system of claim 1 , wherein the clutch assembly comprises one of a slip clutch and a non-slip clutch.

3. The drive system of claim 1 , wherein:
the first motor shaft is configured to rotate about a first motor axis;
the second motor shaft is configured to rotate about a second motor axis; and
the first motor axis and the second motor axis are parallel to each other and offset with respect to each other.

4. The drive system of claim 1 , wherein the first power transfer mechanism and the second power transfer mechanism each comprise a gear train.

5. The drive system of claim 4 , wherein the gear train of the first power transfer mechanism and the second power transfer mechanism each comprise:
a first gear coupled to a corresponding motor shaft;
at least one second gear coupled to an intermediate shaft; and
a third gear coupled to a corresponding output shaft, wherein the first gear mechanically interfaces with the at least one second gear and wherein the at least one second gear mechanically interfaces with the third gear.

6. The drive system of claim 5 , wherein:
the at least one second gear comprises a first larger gear and a second smaller gear coupled to the intermediate shaft;
the first larger gear mechanically interfaces with the first gear;
the second smaller gear mechanically interfaces with the third gear; and
the first power transfer mechanism and the second power transfer mechanism each provide a gear reduction between the corresponding motor shaft and the corresponding output shaft.

7. The drive system of claim 5 , wherein each intermediate shaft is offset from a line considered to extend from the corresponding motor shaft to the corresponding output shaft.

8. The drive system of claim 1 , wherein:
the first power transfer mechanism comprises a first housing extending between the first motor shaft and the first output shaft;
the first housing comprises an indentation to accommodate the second motor;
the second power transfer mechanism comprises a second housing extending between the second motor shaft and the second output shaft;
the second housing comprises an indentation to accommodate the first motor.

9. The drive system of claim 1 , wherein when the drive system is viewed perpendicular to the drive axis:
the first power transfer mechanism at least partially overlaps with the second motor; and
the second power transfer mechanism at least partially overlaps with the first motor.

10. The drive system of claim 9 , wherein:
the first power transfer mechanism comprises a first end proximate to the first motor shaft and a second end proximate to the first output shaft;
the second end of the first power transfer mechanism is located a first distance away from the first motor shaft, which is greater than a distance from the first motor shaft to an outer side surface of the first motor;
the second power transfer mechanism comprises a first end proximate to the second motor shaft and a second end proximate to the second output shaft;
the second end of the second power transfer mechanism is located a second distance away from the second motor shaft, which is greater than a distance from the second motor shaft to an outer side surface of the second motor; and
the second end of the first power transfer mechanism is adjacent to the second end of the second power transfer mechanism.

11. The drive system of claim 1 , wherein the first power transfer mechanism and the second power transfer mechanism each comprise a chain drive or a belt drive.

12. The drive system of claim 1 , wherein the first motor shaft extends from the first motor in a first direction and wherein the first output shaft extends from the first power transfer mechanism in the first direction.

13. The drive system of claim 12 , wherein the second motor shaft extends from the second motor in a second direction, wherein the second output shaft extends from the second power transfer mechanism in the second direction, and wherein the first direction and second direction are opposite directions.

14. The drive system of claim 1 , further comprising:
a first inverter configured to control the operation of one of the first motor and the second motor, wherein the first inverter is aligned with the first motor shaft and mechanically coupled to the first power transfer mechanism; and
a second inverter configured to control the operation of the other of the first motor and the second motor, wherein the second inverter is aligned with the second motor shaft and mechanically coupled to the second power transfer mechanism.

15. The drive system of claim 1 , further comprising:
a first half shaft, wherein a first end of the first half shaft is coupled to the first output shaft;
a first wheel, wherein a second end of the first half shaft is coupled to the first wheel;
a second half shaft, wherein a first end of the second half shaft is coupled to the second output shaft; and
a second wheel, wherein a second end of the second half shaft is coupled to the second wheel.

16. The drive system of claim 1 , further comprising processing equipment configured to activate and deactivate the clutch assembly.

17. The drive system of claim 16 , further comprising at least one sensor configured to sense wheel slippage; wherein the processing equipment is further configured to:
receive a signal from the at least one sensor;
detect that wheel slippage is occurring based on the signal; and
activate the clutch assembly in response to detecting that wheel slippage is occurring.

18. The drive system of claim 16 , further comprising an accelerator pedal configured to indicate a desired speed, wherein the processing equipment is further configured to:
receive a signal from the accelerator pedal;
determine a speed parameter based on the signal; and
activate the clutch assembly if the speed parameter is above a threshold.

19. The drive system of claim 16 , wherein the processing equipment is further configured to:
identify a drive mode; and
activate and deactivate the clutch assembly based on the identified drive mode.

20. The drive system of claim 16 , wherein the processing equipment is further configured to:
determine at least one road condition; and
activate or deactivate the clutch assembly based at

Assignees

• Rivian Ip Holdings Llc
• Rivian Ip Holidings Llc

Inventors

• Verbridge Mason
• Gloceri Gary

Classifications

• B60Y2410/10

  Housings · CPC title

• Y02T10/70

  Energy storage systems for electromobility, e.g. batteries · CPC title

• B60K6/365

  with the gears having orbital motion · CPC title

• F16H57/033

  Series gearboxes, e.g. gearboxes based on the same design being available in different sizes or gearboxes using a combination of several standardised units · CPC title

• B60L50/51

  characterised by AC-motors · CPC title