Multi-wheel Transmission Segmentation for Torque and Speed Control
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Solution Overview
Problem
Conventional wheel transmissions lack the ability to efficiently achieve multi-speed transmissions with adjustable torque and speed, leading to inefficiencies in vehicle performance, particularly in varying terrain and load conditions.
Innovation Solution
The implementation of a multi-wheel transmission system using drive gears near the wheel circumference, where each wheel has a different gearing ratio, allowing for independent power and adjustable torque and speed, combined with a scissor-lift mechanism for adjustable vehicle height and a centerless wheel design for reduced friction and improved stability.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a conventional single-wheel transmission is used, then the structure is simple, but the vehicle cannot achieve multi-speed transmissions with adjustable torque and speed
Solution Approach 1:
The transmission system is segmented into multiple independent wheel assemblies, each capable of operating as a separate gear. The first wheel assembly functions as a low gear with high torque, while the second wheel assembly functions as a high gear with lower torque but higher speed. This segmentation eliminates the need for a conventional multi-speed transmission mechanism while achieving multi-speed capability.
Solution Approach 2:
Each wheel assembly is designed to be multi-functional, serving both as a driving wheel and as a transmission element. The wheels can independently provide different gear ratios, allowing the vehicle to achieve multiple speeds without requiring a dedicated transmission system. This universal design simplifies the overall structure while maintaining transmission versatility.
2Reliability
If a centerless wheel design is used, then friction is reduced and stability is improved, but the manufacturing complexity increases
Solution Approach 1:
The centerless wheel design uses dynamic balancing and rotational stabilization techniques to maintain wheel stability without a traditional center hub. The exoskeleton structure is designed to naturally balance during rotation, reducing friction and improving reliability while avoiding the need for complex precision manufacturing of a central bearing assembly.
3Adaptability or versatility
If independently powered wheels with different gear ratios are used, then torque and speed flexibility is enhanced, but the device complexity increases
Solution Approach 1:
Each wheel assembly is customized with specific local qualities - different drive gear sizes and configurations - to provide optimal torque and speed characteristics for its intended function. The first wheel assembly has a drive gear configured for high torque transmission, while the second wheel assembly has a drive gear configured for higher speed operation. This localized optimization achieves versatility without requiring a complex centralized transmission system.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This solution enables a vehicle to achieve multi-speed transmissions with enhanced torque and speed flexibility, improved efficiency, and adjustable height, thereby improving performance and adaptability in diverse conditions.
Implementation Method 1
one or more of the roller guides may operate based on static friction between the roller guide and the centerless rim
Data Source
AI summary
The present disclosure includes a transmission comprising a first wheel assembly including a first wheel, a first drive gear coupled to the first wheel such that driving the first drive gear causes a corresponding rotation of the first wheel, and a first motor coupled to the first drive gear to drive the first drive gear. The transmission also includes a second wheel assembly that includes, a second wheel, a second drive gear coupled to the second wheel such that driving the second drive gear causes a corresponding rotation of the second wheel, and a second motor coupled to the second drive gear to drive the second drive gear.