Bias-Switched Dual Clutch Assembly for EV Torque Path Switching
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Solution Overview
Problem
Existing transmission units for electric vehicles lack the flexibility to efficiently manage torque distribution between the electric motor and driven road wheels, often requiring complex actuation mechanisms that increase operational errors and energy consumption.
Innovation Solution
A clutch assembly with dual multi-plate clutches, where one clutch is biased into engagement and the other into disengagement by a biasing means, allowing seamless torque path switching without additional actuation, and a compact design that saves space and reduces errors.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If a transmission unit for electric vehicles is designed with fewer gears due to the broad efficient operating range of electric motors, then the device complexity is reduced, but the ability to efficiently manage torque distribution and maintain fuel efficiency across varying vehicle speeds is worsened
Solution Approach 1:
The transmission unit is segmented into multiple independent clutch assemblies (first clutch assembly, second clutch assembly, third clutch assembly), each capable of independently coupling or decoupling different output shafts. This segmentation allows flexible torque distribution paths without requiring a complex multi-gear system, resolving the contradiction by providing adaptability through modular clutch control rather than through multiple gears.
Solution Approach 2:
The transmission unit employs dynamic clutch control where the engagement state of each clutch assembly can be changed in real-time based on driving conditions. The biasing means provides automatic dynamic adjustment, allowing the system to adapt torque distribution flexibly across different operating conditions without requiring a large number of fixed gears, thus maintaining versatility while keeping the gear count low.
2Adaptability or versatility
If complex actuation mechanisms are used to manage torque distribution between the electric motor and driven road wheels, then torque path switching capability is improved, but operational errors increase and energy consumption increases
Solution Approach 1:
The biasing means (springs) automatically maintain the clutch assemblies in their default engagement states without requiring external actuation. The system serves itself by using the inherent mechanical bias to ensure reliable torque path switching, eliminating the need for complex electrical actuators and reducing operational errors. The clutch assemblies automatically return to their default state when actuation force is removed, providing fail-safe operation.
Solution Approach 2:
The biasing means acts as an intermediary mechanical element that mediates between the clutch plates and the actuation system. It provides a reliable default state and ensures positive engagement/disengagement of clutches, reducing operational errors by preventing ambiguous intermediate states. The spring bias provides a mechanical safety net that maintains reliability even if actuation systems fail.
3Adaptability or versatility
If additional actuation mechanisms are used to switch between different torque paths, then torque distribution flexibility is improved, but actuation energy consumption increases
Solution Approach 1:
The clutch assemblies operate with periodic engagement and disengagement based on driving conditions, rather than continuous actuation. The biasing means allows the system to maintain torque path flexibility by periodically switching between different clutch engagement states, reducing energy consumption by avoiding continuous actuation. The springs store and release mechanical energy to facilitate clutch switching without requiring continuous electrical power input.
Solution Approach 2:
The biasing means provides self-service by automatically maintaining clutch engagement states without external energy input. The springs store mechanical energy that is used to return clutches to their default state, reducing the need for continuous electrical actuation and thereby reducing overall energy consumption while maintaining torque distribution flexibility.
4Volume of moving object
If a compact clutch assembly design is used to save space, then the device volume is reduced, but the complexity of managing dual coupling means increases
Solution Approach 1:
Multiple clutch assemblies are merged into a compact integrated unit sharing common components such as the input flange, output flanges, and biasing means. The first, second, and third clutch assemblies are arranged in a space-efficient configuration where they share structural elements, reducing the overall volume of the transmission unit while managing the complexity of dual coupling means through unified design and common mounting structures.
Solution Approach 2:
The clutch assemblies are arranged in a nested or layered configuration, with components positioned to maximize space utilization. The input flange and output flanges serve as common reference structures for multiple clutch assemblies, allowing them to be packed closely together. This nesting approach reduces the transmission unit volume while the standardized flange interfaces simplify the management of multiple coupling means.
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
The solution provides efficient torque transmission with reduced actuation energy consumption and enhanced reliability by allowing automatic gear switching, ensuring smooth operation and minimizing operational errors.
Implementation Method 1
a biasing means; wherein the second coupling means is biased into the engagement state and the first coupling means is biased into the disengagement state by the biasing means
Data Source
AI summary
In an aspect, the disclosure relates to a clutch assembly for selectively coupling one of a first output shaft and a second output shaft with an input shaft, wherein the clutch assembly comprises: an input flange configured for coupling to the input shaft; a first coupling means rotatable around a first axis; a second coupling means rotatable around a second axis; a first output flange configured for coupling to the first output shaft; and a second output flange configured for coupling to the second output shaft; and a biasing means. Moreover, a transmission unit is presented. The transmission unit comprises the clutch assembly, the input shaft which is drivingly connected to the input flange, the first output shaft drivingly connected to the first output flange and the second output shaft drivingly connected to the second output flange, Furthermore, a vehicle comprising the clutch assembly or the transmission unit is presented.