Multi-Axle EV Drivetrain Architecture with Split Gear Ratios
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Solution Overview
Problem
Existing electric driving systems for vehicles, particularly heavy vehicles, are costly, bulky, and prone to maintenance issues due to complex transmission units and gear shifting, which increases manufacturing time and costs.
Innovation Solution
A driving system architecture with multiple axles, each equipped with a transmission unit having a distinct gear ratio and electric machines connected via actuators, allowing seamless gear shifts through electronic control to optimize torque and gear ratios without bulky transmission units.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a complex transmission unit with multiple gear ratios is used, then the vehicle can cover all operative conditions, but the system becomes expensive, bulky, and prone to maintenance issues
Solution Approach 1:
The patent divides the single complex transmission unit into multiple independent simple transmission units, each with a fixed gear ratio. Each unit is connected to separate electric machines (motors), allowing the system to achieve multiple gear ratios by selectively engaging different units rather than using one complex variable-ratio transmission.
Solution Approach 2:
The patent replaces the mechanical gear-shifting mechanism with an electronic control system that selectively activates different electric machines based on operating conditions. This eliminates the need for complex mechanical shifting components while maintaining adaptability across different speed and torque requirements.
2Power
If a transmission unit with multiple gear ratios is implemented, then torque exchange is optimized across operative conditions, but manufacturing costs and time increase
Solution Approach 1:
The patent segments the power transmission system into multiple independent pathways, each with a simple fixed-ratio transmission unit. This segmentation allows each component to be manufactured separately and independently, reducing overall manufacturing complexity and cost while maintaining optimized torque exchange through selective engagement of appropriate transmission pathways.
Solution Approach 2:
The patent combines multiple simple transmission units with individual electric machines into a unified driving system. This merging approach achieves the functional equivalence of a complex variable-ratio transmission while benefiting from the manufacturing simplicity and cost-effectiveness of multiple standardized, independent units.
3Adaptability or versatility
If gear shifting is implemented in the transmission unit, then the system adapts to different operative conditions, but maintenance requirements increase and reliability decreases
Solution Approach 1:
The patent implements dynamic adaptability not through mechanical gear shifting within a single transmission unit, but through selective engagement of multiple independent transmission units, each with a fixed gear ratio. This dynamic reconfiguration is controlled electronically based on real-time operating conditions, maintaining adaptability while eliminating the reliability issues associated with mechanical shifting components.
Solution Approach 2:
The patent substitutes the mechanical gear-shifting mechanism with an electronic control system that manages the engagement and disengagement of multiple electric machines and transmission units. This replacement eliminates wear and failure points associated with mechanical shifting while preserving the system's ability to adapt to varying operative conditions.
Data Source
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AI summary
Driving system architecture (1) for a vehicle, comprising at least two driving system (2a, 2b, 2c) each comprising a pair of shafts (3a, 3b, 3c) each carrying at least a wheel (4a, 4b, 4c), at least an electric machine (Ma, Mb, Mc) and a transmission unit (6a, 6b, 6b) operatively interposed between the electric machine (Ma, Mb, Mc) and at least one shaft (3a, 3b, 3c), a first transmission unit (6a, 6b, 6c) of a first driving system (2a, 2b, 2c) among the at least two driving system (2a, 2b, 2c) defining a gear ratio different with respect to a second transmission unit (6a, 6b, 6c) of a second driving system (2a, 2b, 2c) among the at least two driving system (2a, 2b, 2c), each driving system (2a, 2b, 2c) being configured to operatively connect or disconnect said electric machine (Ma, Mb, Mc) with respect to at least one shaft (3a, 3b, 3c).