Modular Drivetrain Apparatus with Selectable Coupling Orientations
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Solution Overview
Problem
Conventional drivetrain systems for electric vehicles lack flexibility in terms of coupling orientations, making them unsuitable for various vehicle types and space configurations, limiting their adaptability and efficiency.
Innovation Solution
A drivetrain apparatus comprising a first and second motor-gearbox unit, where each unit includes a gearbox and a motor, with a coupling region that allows for multiple selectively adoptable coupling orientations through different coupling apparatuses, enabling alignment of drive axes and adjustable angles between the units.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a conventional drivetrain system uses a fixed coupling orientation between motor-gearbox units, then the structure is simple and easy to manufacture, but it lacks adaptability to different vehicle types and space configurations
Solution Approach 1:
The coupling region is designed with a universal mounting structure that can accommodate multiple different coupling apparatuses, each providing different coupled orientations. This allows the same motor-gearbox units to be adapted to various vehicle configurations (front-wheel drive, rear-wheel drive, different wheelbases) by simply changing the coupling apparatus, rather than designing different entire drivetrain systems for each application.
Solution Approach 2:
The system transitions from a fixed, static coupling orientation to a dynamic, adjustable coupling system. The coupling region enables selective adoption of different orientations based on operational requirements, making the drivetrain apparatus flexible and adaptable to different vehicle layouts and space configurations.
2Adaptability or versatility
If the drivetrain system uses multiple different coupling apparatuses for different orientations, then adaptability improves, but the quantity of parts and device complexity increases
Solution Approach 1:
The coupling orientation functionality is extracted as a separate, interchangeable component (the coupling apparatus) rather than being integrated into the motor-gearbox units themselves. This allows the motor-gearbox units to remain standardized while only the coupling apparatus varies, reducing the overall complexity. The coupling region serves as a standardized interface that 'takes out' the orientation variability from the core drivetrain components.
Solution Approach 2:
Instead of using fundamentally different types of coupling mechanisms for different orientations, the system uses the same coupling region interface with coupling apparatuses that differ primarily in their orientation parameters. This standardization of the interface reduces the variety of parts needed, as the same mounting structure can accommodate multiple coupling apparatuses that simply provide different angular orientations.
3Volume of moving object
If the coupling region is positioned adjacent to the motor, then space utilization improves, but the complexity of aligning drive axes increases
Solution Approach 1:
The coupling apparatus serves as an intermediary element between the motor-gearbox units, providing the necessary alignment and connection functionality. By positioning the coupling region adjacent to the motor and using the coupling apparatus as a mediator, the system achieves compact space utilization while the coupling apparatus handles the complexity of drive axis alignment, keeping the motor-gearbox units themselves simpler.
Data Source
Figure 1
Figure 2A~2B
Figure 3A~3C
AI summary
A modular drivetrain apparatus for an electric vehicle, the drivetrain apparatus comprising a first motor-gearbox unit and a second motor-gearbox unit 20. Each motor-gearbox unit comprises a gearbox 21, a motor 22 mounted to the gearbox, and a coupling region 23 configured to receive each of a plurality of different coupling apparatuses configured to couple the first motor-gearbox unit to the second motor-gearbox unit, wherein each coupling apparatus provides a different coupled orientation between the first and second motor-gearbox units. A single coupling apparatus can also couple the units to each other in multiple selective orientations. In each orientation, the units may be positioned at a different angle to each other. The coupling apparatus may be coupling plates (Fig. 6, 61-63) on each unit that have multiple holes to allow them to be fastened to each other with bolts. The drive axes of the gearboxes of the first and second units may be aligned with each other.