Dual-Motor Drive Axle With Single-Clutch Torque Bypass
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Solution Overview
Problem
Existing drive axles for electric vehicles struggle to achieve efficient drive and advantageous driving dynamics due to complex clutch systems and high part counts, leading to increased costs, weight, and energy losses.
Innovation Solution
The drive axle design incorporates a single friction clutch that connects one shaft to the second electric motor's rotor, bypassing the other shaft and differential gear, allowing for efficient torque transmission and yaw moment generation.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a complex clutch system with multiple friction elements is used to enable independent shaft rotation and torque distribution, then driving dynamics and cornering performance are improved, but device complexity, part count, cost, and weight increase
Solution Approach 1:
The patent extracts and eliminates unnecessary friction elements and clutch components from the drive axle system. By using a single friction element in the differential gear instead of multiple clutch packs, the design removes redundant parts while preserving the ability to distribute torque independently between shafts, thus simplifying the overall system architecture.
Solution Approach 2:
The patent merges the functions of multiple clutch systems into a single integrated friction element within the differential gear. This consolidation combines torque distribution and differential locking functions into one component, reducing part count and simplifying the control system while maintaining adaptability in driving dynamics.
2Adaptability or versatility
If multiple friction elements and clutch systems are implemented for torque vectoring, then yaw moment generation and cornering performance improve, but the number of parts and installation space requirements increase
Solution Approach 1:
The single friction element in the differential gear is designed to perform multiple functions: torque distribution between shafts, differential locking, and yaw moment generation. This multi-functional component replaces what would traditionally require separate clutch packs and friction elements, significantly reducing the quantity of parts needed.
3Ease of operation
If a traditional clutch system with multiple components is used, then torque distribution control is achieved, but manufacturing costs and assembly complexity increase
Solution Approach 1:
The patent removes unnecessary clutch components and friction elements from the manufacturing bill of materials. By using only a single friction element within the differential gear, the design reduces manufacturing steps, material costs, and assembly operations while maintaining full torque distribution control capability.
4Productivity
If multiple clutch packs and friction elements are installed for independent shaft control, then driving efficiency is improved, but energy losses and system weight increase
Solution Approach 1:
The patent merges multiple clutch control systems into a single friction-based differential mechanism, reducing the number of moving parts and control actuators. This consolidation minimizes mechanical friction losses and energy consumption associated with operating multiple clutch packs, thereby improving overall driving efficiency.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This configuration reduces the number of parts, installation space, and costs while minimizing energy losses, enabling a more efficient and compact drive system that enhances cornering and driving dynamics.
Implementation Method 1
the clutch is designed as a friction clutch, in particular as a multi-plate clutch
Data Source
AI summary
A drive axle for a motor vehicle includes two vehicle wheels, a first shaft by which a first of the vehicle wheels can be driven and a second shaft by which the second vehicle wheel can be driven. The drive axle also includes a first electric motor having a first stator and a first rotor, a differential gear by which the shafts can be driven and, via the shafts, the vehicle wheels can be driven by the first rotor of the first electric motor, and a second electric motor having a second stator and a second rotor. Only one of the shafts is assigned a clutch, by means of which the one shaft can be connected to the second rotor in a torque-transmitting manner, bypassing the other shaft and the differential gear.