Power-Split EV Drivetrain for Independent PTO and Traction Control
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Solution Overview
Problem
Conventional electric drivetrains for vehicles limit PTO speed to road speed, restricting independent control and flexibility, especially in applications like tractors and field equipment.
Innovation Solution
An independent power split transfer drivetrain with two prime movers, a 2-Stage reduction gearbox, and flexible couplings, allowing separate control of wheel and PTO power distribution through multiple gear pairs and modes.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a single drivetrain is used to split power between traction and PTO functions, then the structure is simple, but the PTO speed is limited by road speed and cannot be controlled independently
Solution Approach 1:
The patent divides the powertrain into two separate prime movers: one dedicated to traction and another dedicated to PTO functions. This segmentation allows independent control of PTO speed from road speed while maintaining structural clarity through functional separation.
Solution Approach 2:
The transmission unit is designed to handle multiple functions: it can transmit power to both the traction wheels and the PTO shaft, and can operate in different modes (traction mode, PTO mode, combined mode). This multi-functionality resolves the contradiction by providing independent PTO control without requiring entirely separate systems.
2Power
If power is split between traction and PTO from a single motor, then the structure is simple, but the torque available to each function is limited
Solution Approach 1:
By separating the power sources into two independent prime movers, each motor can be optimized for its specific function and can deliver full torque to its designated load without being constrained by power sharing requirements of a single motor system.
Solution Approach 2:
The patent combines two prime movers into a unified powertrain system that shares a common transmission unit and differential assembly. This merging approach increases total power availability while maintaining structural efficiency through shared components.
3Adaptability or versatility
If PTO speed is coupled to road speed, then the drivetrain is simple, but the flexibility for field equipment operations is restricted
Solution Approach 1:
The independent prime mover for PTO functions enables decoupling of PTO speed from road speed, allowing the PTO to operate at optimal speeds for various field equipment regardless of vehicle motion state, thereby significantly improving operational flexibility.
Solution Approach 2:
The transmission unit incorporates variable gear ratios and multiple operating modes that allow dynamic adjustment of PTO speed independent of traction speed. This dynamic capability enables the system to adapt to different operational requirements without increasing fundamental structural complexity.
Data Source
AI summary
The present invention relates to an independent power split transfer drivetrain (100) for electric vehicles (EV), comprising: at least two prime movers comprising a first motor M1 for driving a plurality of wheels and a second motor M2 for driving the Power Take-Off (PTO); a transmission unit comprising a 2-Stage reduction gearbox which splits the power between a front and rear axle (101, 102) using a plurality of traction gear pairs (GP1, GP2, GP3, GP4, GP5, and GP6) and between a mid and rear PTO's (103, 104) using a plurality of PTO gear pairs (GP7, GP8, GP9 and GP10); a flexible coupling C1 connects the output shaft of the first motor M1 and the second motor M2 to the transmission unit; a shift sleeve S1 configured to assembled in between the traction gear pairs GP1 and GP2. Advantageously, the present invention enhances the versatility and efficiency of EVs.