Hybrid Drive Module Countershaft Gear Arrangement
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Existing hybrid drive assemblies for motor vehicles with electric motors and manual transmissions lack a compact design that allows for high driving comfort and easy extension or variation of their basic structure.
Innovation Solution
The hybrid drive assembly incorporates an intermediate output gear on the first countershaft and an output gear that allows for a compact design, with fixed and idler gears arranged between the input and driven intermediate gears, enabling a high transmission ratio and additional gear pairs for enhanced driving comfort and flexibility.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If multiple gears and gear pairs are added to achieve high driving comfort and versatility, then the transmission ratio and gear combinations are improved, but the device complexity and structural compactness deteriorate
Solution Approach 1:
The patent combines the first and second countershafts into a single integrated countershaft structure, merging multiple gear pairs (main gears and auxiliary gears) onto two parallel shafts. This consolidation achieves multiple gear ratios and transmission paths without proportionally increasing overall structural complexity, as the gear pairs share common mounting shafts and spatial arrangement.
Solution Approach 2:
The patent arranges gear pairs in both axial and radial dimensions, with main gears and auxiliary gears distributed along the axial length of the countershafts. This multi-dimensional spatial organization allows multiple gear combinations to coexist in a compact volume, achieving high versatility without linear increases in structural complexity.
2Volume of moving object
If gear pairs are arranged axially adjacent to each other to maximize space utilization, then the compactness is improved, but the manufacturing precision and assembly difficulty worsen
Solution Approach 1:
The patent segments the transmission system into distinct functional groups: main gears for one transmission path and auxiliary gears for another, mounted on separate but parallel countershafts. This segmentation allows each gear pair to be manufactured and assembled independently with standard precision tolerances, avoiding the need for ultra-precise multi-gear alignment that would result from completely overlapping axial arrangements.
Solution Approach 2:
The parallel countershaft structure acts as an intermediary framework that standardizes gear mounting positions and spacing. By providing pre-defined axial locations on the countershafts, the system achieves compact axial arrangement while maintaining manufacturable precision requirements through repeated modular gear-unit installations.
3Ease of manufacture
If the basic structure is simplified for easier manufacturing and assembly, then the ease of manufacture is improved, but the adaptability and ability to support extensions deteriorate
Solution Approach 1:
The patent designs the countershaft system with universal mounting capabilities that support both main gears and auxiliary gears on the same shaft structure. This multi-functional design allows the basic two-countershaft framework to accommodate various gear combinations and transmission paths without requiring fundamental structural modifications, enabling easy manufacturing of the base system while maintaining high adaptability for extensions.
Data Source
Figure 1
Figure 2
Figure 3
AI summary
The invention relates to a hybrid drive assembly (1) with an electric motor (3) and a manual transmission (2) for a motor vehicle. The hybrid drive assembly (1) is characterized by the fact that an output-side gear pair is provided with an output intermediate gear (77) arranged on a first countershaft (70) and an output gear (51), wherein fixed gears (11, 12, 74, 75) and loose gears (71, 73, 13, 14) of main gears (II, III, V, VI) are arranged in an axial area of the transmission (2) between a drive intermediate gear (11), which is part of a motor-side gear pair, and the output intermediate gear (77), wherein in traction operation with a main gear (II, III, V, VI) engaged, the torque can be transmitted from a first input shaft (10) to the first countershaft (70) and from there via the output-side gear pair to an output shaft (50).