Electronic Drive Unit Integrating Motor, Gear Set, and Differential
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Traditional four-wheel-drive vehicle powertrains are complex, heavy, and inefficient, requiring multiple components like transfer cases, differentials, and driveshafts that increase cost, weight, and energy consumption.
Innovation Solution
An electronic drive unit (EDU) comprising a case housing, electric motor, gear sets, and output shafts that replaces these components, allowing for efficient power transmission to wheels and regenerative braking, with a differential assembly for torque and speed differentiation between wheels.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If traditional four-wheel-drive powertrain components (transfer case, differentials, driveshafts) are used, then power distribution to wheels is achieved, but weight and complexity increase
Solution Approach 1:
The patent combines the transfer case, differential, and driveshaft functions into a single integrated electronic drive unit. The motor housing contains the motor, gear sets, and differential assembly in one compact unit, eliminating the need for separate transfer case and driveshaft components. This merging reduces both the number of parts and overall weight while maintaining power distribution capability.
Solution Approach 2:
The electronic drive unit performs multiple functions within a single component system: it acts as a motor mounting, a transfer case for power direction, a differential for wheel speed differentiation, and a driveshaft connection point. This multi-functionality eliminates the need for separate specialized components for each function.
2Productivity
If traditional powertrain components are used, then power transmission is achieved, but fuel economy deteriorates due to weight and drag
Solution Approach 1:
The patent replaces the traditional mechanical powertrain system with an electric motor-driven system. The electric motor provides more efficient energy conversion compared to internal combustion engine mechanical transmission, reducing energy losses. The direct electric drive eliminates mechanical friction and drag from multiple moving mechanical components.
Solution Approach 2:
By integrating all power transmission functions into one compact electronic drive unit, the patent eliminates the drag and energy losses associated with multiple separate mechanical components and their connections. The unified system reduces rotational mass and mechanical friction points.
3Reliability
If traditional powertrain components are used, then wheel propulsion is achieved, but cost increases
Solution Approach 1:
The integration of multiple components into a single electronic drive unit reduces manufacturing costs by decreasing the number of parts that need to be produced, inventoried, and assembled. The unified design simplifies the supply chain and assembly process while maintaining reliable wheel propulsion capability.
4Temperature
If cooling cavity and seals are added to the electric motor, then motor cooling is achieved, but device complexity increases
Solution Approach 1:
The cooling cavity is nested within the motor housing structure, utilizing the existing space between the motor housing outer shell and inner components. This nested approach provides effective cooling without adding external cooling components or significantly increasing the overall device footprint.
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 EDU reduces weight and complexity, improves fuel economy by eliminating unnecessary components, and enables efficient power distribution and regenerative braking, enhancing vehicle performance and efficiency.
Implementation Method 1
An electric motor is disposed in the hollow interior of the case housing and radially surrounds a portion of the sleeve shaft. The electric motor is operatively connected to the sleeve shaft such that the sleeve shaft rotates about the primary axis in response to operation of the electric motor.
Implementation Method 2
The gear set is configured to translate rotation of the sleeve shaft into rotation of the at least one output shaft about the primary axis at a rotational velocity that is less than the rotational velocity of the sleeve shaft.
Implementation Method 3
A cooling cavity is defined between the motor housing and the case housing and is configured such that a coolant flows through the cooling cavity to cool the electric motor.
Implementation Method 4
a coolant flows through the cooling cavity to cool the electric motor
Implementation Method 5
At least one seal is disposed between the case housing and the motor housing
Data Source
AI summary
An electronic drive unit includes a case housing that extends along a primary axis. A sleeve shaft and an electric motor are disposed in the hollow interior of the case housing. The electric motor is operatively connected to the sleeve shaft to rotate the sleeve shaft about the primary axis. At least one gear set is disposed in operative engagement with the sleeve shaft and is configured for rotation about the primary axis. A pair of output shafts each extends along the primary axis within the case housing. The output shafts are rotatably connected to the gear set and are configured for rotation about the primary axis. The gear set is configured to translate rotation of the sleeve shaft into rotation of the output shafts about the primary axis at a rotational velocity that is less than the rotational velocity of the sleeve shaft.