Front Axle Gearbox Layout for Electric Tractor Torque Reduction
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Solution Overview
Problem
The integration of an electric motor to drive the front axle of an agricultural tractor poses challenges such as difficulty in installing a four-wheel-drive shaft, requiring larger front brakes, and necessitating a lower ground clearance, along with a significant speed difference between the electric motor and the pinion gear.
Innovation Solution
A gearbox system with multiple gear sets and disconnect devices that allows the electric motor to drive both front and rear differentials, includes a power takeoff mechanism, and accommodates a secondary power source, enabling efficient torque transmission and flexible operation modes.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Power
If an electric motor is integrated into the front axle of agricultural tractors, then higher torque at lower speed is achieved, but it becomes difficult to install a four-wheel-drive shaft and requires larger front brakes
Solution Approach 1:
The gearbox is divided into multiple independent gear sets (first gear set with first, second, and third gears; second gear set with fourth and fifth gears; third gear set with sixth and seventh gears). Each gear set can be selectively engaged or disengaged, allowing the system to accommodate four-wheel-drive shaft installation while maintaining the electric motor's torque advantage.
2Adaptability or versatility
If the electric motor is positioned lower in the tractor to accommodate front power takeoff, then power takeoff function is achieved, but ground clearance is reduced
Solution Approach 1:
The patent uses a multi-level gear arrangement with gears positioned at different vertical levels. The first gear set, second gear set, and third gear set are arranged vertically, allowing the power takeoff shaft to be positioned at an elevated level while the electric motor remains in its optimal position, thereby maintaining ground clearance while achieving power takeoff functionality.
3Volume of moving object
If a standard-sized electric motor is used, then motor size is reduced, but significant speed difference (4000+ rpm) exists between the motor and pinion gear
Solution Approach 1:
The patent introduces multiple intermediate gears (first gear, second gear, fourth gear, fifth gear) between the electric motor and the pinion gear. These intermediate gears act as speed reduction stages, progressively reducing the motor's high speed (4000+ rpm) to match the pinion gear's required speed, thereby allowing the use of a standard-sized motor without excessive speed difference.
4Productivity
If multiple gear sets are added to manage power transmission, then speed and torque distribution is optimized, but device complexity increases
Solution Approach 1:
Each gear set in the gearbox is designed to serve multiple functions. The first gear set handles primary power transmission, the second gear set manages speed reduction, and the third gear set accommodates power takeoff. Additionally, the gear sets can be selectively engaged to provide both four-wheel-drive capability and power takeoff functionality from a single integrated system, reducing the need for separate mechanisms.
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 gearbox system facilitates efficient torque distribution, supports four-wheel-drive operation, reduces brake size requirements, and allows for versatile power takeoff functionalities, enhancing the operational flexibility and efficiency of electric tractors.
Implementation Method 1
a second gear configured to mesh with the first gear; and a third gear configured to mesh with the second gear
Data Source
AI summary
Systems and methods are provided for electrifying a drivetrain of a vehicle. In one example, a gearbox for a vehicle a first gear coupled to a first input shaft configured to be driven by a first electric motor, a second gear configured to mesh with the first gear, and a third gear configured to mesh with the second gear and coupled to a third shaft configured to drive a first axle of the vehicle and connectable to a second axle of the vehicle. The gearbox further includes a fourth gear coupled to the first input shaft, a fifth gear coupled to a lay shaft coupled to the second gear, a sixth gear coupled to a second input shaft, and a seventh gear coupled to a power takeoff shaft configured to drive one or more power takeoff units, the second input shaft configured to be driven by a second electric motor.