Compact Multi-Speed Transmission Layout for More Gear Ratios
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Solution Overview
Problem
Existing multi-speed transmissions require large space, are heavy, costly, and inefficient due to their complex designs and high number of components.
Innovation Solution
A compact multi-speed transmission design featuring a concentric arrangement of ring gears and intermediate shafts with gear wheels, utilizing few components and clutches to achieve multiple gear ratios.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a conventional multi-speed transmission design is used, then multiple gear ratios can be achieved, but the transmission requires large space and has high weight
Solution Approach 1:
The patent implements a nested configuration where the first intermediate shaft and second intermediate shaft are positioned inside the first ring gear and second ring gear respectively. The intermediate shafts with their gear wheels are arranged within the radial space of the ring gears, creating a nested doll-like structure that maximizes space utilization and reduces the overall transmission volume while maintaining multiple gear ratio capabilities
Solution Approach 2:
The patent transitions from a conventional two-dimensional layout to a three-dimensional arrangement by stacking multiple axial planes (first axial plane, second axial plane, third axial plane) along the axial direction. This dimensional change allows multiple gear wheels and ring gears to be arranged in different axial planes, enabling compact multi-speed transmission with reduced footprint area
2Adaptability or versatility
If a conventional multi-speed transmission design is used, then multiple gear ratios can be achieved, but the transmission has high weight
Solution Approach 1:
The nested arrangement of intermediate shafts within ring gears eliminates the need for additional support structures and mounting components that would increase weight. The compact nested configuration allows shared structural elements and reduces the total material required while maintaining the mechanical functionality for multiple gear ratios
Solution Approach 2:
The patent merges multiple functional components into integrated assemblies where the first intermediate shaft with first and second gear wheels forms a unified component, and similarly the second intermediate shaft with third and fourth gear wheels is integrated. This merging reduces the number of separate parts, fasteners, and mounting hardware, thereby reducing overall transmission weight
3Adaptability or versatility
If a conventional multi-speed transmission design is used, then multiple gear ratios can be achieved, but the transmission has high device complexity
Solution Approach 1:
The patent segments the transmission into distinct functional modules: first ring gear assembly, second ring gear assembly, first intermediate shaft assembly, and second intermediate shaft assembly. Each module can be independently designed, manufactured, and assembled, simplifying the overall system complexity while maintaining the capability for multiple gear ratios through coordinated operation of these segmented modules
Solution Approach 2:
The intermediate shafts are designed with multi-functionality, where the first intermediate shaft contains both first gear wheel (engaging first ring gear) and second gear wheel (engaging second ring gear). Similarly, the second intermediate shaft contains third and fourth gear wheels. This universal design allows single components to perform multiple gear ratio functions, reducing the total number of components and simplifying the transmission design
Data Source
AI summary
A multi-speed transmission for a vehicle has an extension in an axial direction and includes first and second input shafts, first and second output shafts, and first and second intermediate shafts. The transmission includes an annulus internally toothed first ring gear drivingly connected to the second input shaft and an annulus internally toothed second ring gear releasably connected to the first ring gear. The first intermediate shaft includes first and second gear wheels respectively in engagement with the first ring gear and the second ring gear. The second intermediate shaft includes a third gear wheel in engagement with the first ring gear and a fourth gear wheel in engagement with the second ring gear. The first output shaft includes a fifth gear wheel in engagement with second gear wheel, and the second output shaft includes a sixth gear wheel in engagement with the fourth gear wheel.