Modular Hybrid Drive Train Segmentation for Electric-Only Operation
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Existing mechanical-electrical drive trains for hybrid vehicles lack flexibility and efficiency, as they often require both the internal combustion engine and electric motor to be positioned together, limiting purely electric operation and causing unnecessary losses due to the need for a gearbox that is not necessary in electric-only modes.
Innovation Solution
A modular drive train design featuring a multi-part differential cage and two clutch devices allows for independent coupling and decoupling of the electric motor and internal combustion engine drive power, enabling flexible operation modes and efficient power transmission to the wheels, including purely electric and hybrid operation.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If both the internal combustion engine and electric motor are arranged on one side of the transmission, then the engine compartment can accommodate both engines, but the drive train cannot be designed for purely electric motor operation and unnecessary losses occur due to the gearbox
Solution Approach 1:
The drive train is segmented into three independent partial drive trains (conventional drive train, electromotive drive train, and common drive train) that can be independently coupled and decoupled. This segmentation allows the electric motor to operate independently without necessarily engaging the conventional drive train and gearbox, thereby enabling purely electric operation and avoiding unnecessary energy losses through the gearbox during electric-only modes.
2Device complexity
If the electric motor and internal combustion engine are connected to the drive shafts via the gearbox, then power transmission is simplified, but purely electric motor operation becomes difficult to design
Solution Approach 1:
The drive train is divided into separate conventional and electromotive partial drive trains that connect to different inputs of the common drive train. This allows the electric motor to bypass the conventional gearbox path and connect directly to the common drive train, enabling purely electric operation while maintaining a manageable overall structure through modular design.
Solution Approach 2:
The common drive train is designed with multiple inputs to receive power from both the conventional drive train and the electromotive drive train independently. This multi-functionality allows the system to accommodate various operating modes (purely electric, purely conventional, or combined) without requiring separate dedicated paths, thus balancing structural simplicity with operational versatility.
3Productivity
If the electric motor is used to support the internal combustion engine, then hybrid operation is achieved, but the gearbox remains necessary causing losses during electric-only operation
Solution Approach 1:
The coupling between the electromotive drive train and the common drive train is made dynamic and controllable through a first coupling device that can switch between engaged and disengaged states. This dynamic coupling allows the system to adapt to different operating conditions: during hybrid operation the coupling is engaged for efficient power transmission, while during purely electric operation the coupling can be configured to bypass the conventional gearbox path, avoiding unnecessary energy losses.
4Adaptability or versatility
If the drive train allows flexible coupling and decoupling of electric motor and internal combustion engine, then various operating modes are enabled, but the device complexity increases
Solution Approach 1:
The drive train is segmented into independent partial drive trains with dedicated coupling devices for each connection point. This segmentation allows each coupling device to be relatively simple in design, controlling only its specific connection, rather than requiring a single complex coupling mechanism. The modular nature of the segmented design makes the overall system more manageable despite the presence of multiple coupling points.
Solution Approach 2:
The common drive train is designed with universal inputs that can receive power from multiple sources (conventional drive train and electromotive drive train) through different coupling devices. This universality allows the same common drive train structure to handle various operating modes without requiring mode-specific hardware, thereby reducing overall device complexity while maintaining high adaptability.
Data Source
Figure 1~2
Figure 3~5
Figure 6~8
AI summary
A mechanical and electric drive train of a motor vehicle having an internal combustion engine and an electric motor, includes a conventional drive train which is driven by the internal combustion engine, an electric motor drive train which is driven by an electric motor, a shift gearbox arranged in the conventional drive train, and at least one axle drive unit for driving axle drive members which are connected or are connectable via a clutch to driving wheels of at least one axle of the motor vehicle. The electric motor drive train is connected between the shift gearbox and the axle drive members to the drive train via at least one first clutch device, wherein the connection can be produced and eliminated by actuation of the first clutch device.