Vehicle Gear Assembly With Freewheel Clutches for Modular Power Packs
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Solution Overview
Problem
Vehicle manufacturers face challenges in designing and storing diverse powertrains for different types of vehicles, leading to increased costs and complexity due to varying drive requirements.
Innovation Solution
A power pack system comprising a continuously variable transmission (CVT) and a modular sub-transmission that can be adapted to different vehicles by using a housing configured to mount any sub-transmission from a group, allowing for a unified power pack design across various vehicle types.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a vehicle manufacturer designs and provides different powertrains for each type of vehicle to satisfy specific drive requirements, then the drive requirements of each vehicle type are met, but the complexity and cost of sourcing and storing a large variety of components increases
Solution Approach 1:
The CVT housing is designed with a universal mounting interface that can accommodate multiple different sub-transmission types. The housing includes a mounting plate with mounting points configured to receive sub-transmissions with different final drive ratios, allowing a single power pack design to serve multiple vehicle applications without requiring separate housing designs for each sub-transmission type.
2Adaptability or versatility
If a vehicle manufacturer designs and provides different powertrains for each type of vehicle to satisfy specific drive requirements, then the drive requirements of each vehicle type are met, but the cost and complexity of storing a large variety of components increases
Solution Approach 1:
The CVT housing serves multiple functions: it encloses the CVT mechanism, provides structural support, and acts as a mounting platform for different sub-transmission types. This multi-functionality reduces the total number of separate components needed, as the housing replaces what would otherwise require separate mounting brackets or adapters for each sub-transmission type.
3Adaptability or versatility
If different powertrains are designed for different vehicle types, then specific drive requirements are satisfied, but the manufacturing process becomes more complex and costly
Solution Approach 1:
The powertrain is segmented into distinct modular components: the CVT assembly (including housing, drive pulley, driven pulley, and belt) and the sub-transmission assembly. This segmentation allows the CVT housing to be manufactured and tested independently, then combined with different sub-transmission modules to create complete powertrains for various vehicle types, simplifying the manufacturing process.
4Device complexity
If a single power pack design is used across multiple vehicle types, then component variety and storage needs are reduced, but the ability to meet diverse drive requirements must be maintained
Solution Approach 1:
The sub-transmissions are differentiated by their final drive ratio parameters, allowing the same CVT housing design to accommodate sub-transmissions with different gear ratios. This parameter variation enables a single power pack design to meet diverse drive requirements (such as different torque and speed needs) by simply changing the sub-transmission module while keeping the housing design constant.
Data Source
AI summary
A gearing assembly for a vehicle drivetrain. The assembly includes a first shaft rotating about a first shaft axis; a second shaft with a second shaft axis parallel to the first shaft axis; a first freewheel clutch gear mounted to the first shaft; a second gear mounted to the first shaft; a third freewheel clutch gear mounted to the second shaft and engaged with the second gear; and a fourth gear mounted to the second shaft and engaged with the first gear. When the first shaft rotational speed is greater than the second shaft rotational speed, the first shaft drives the second shaft via the second and third gear, the first gear being overrun; and when the second shaft rotational speed is greater than the first shaft rotational speed, the second shaft drives the first shaft via the fourth and first gear, the third gear being overrun.