Power Train with Dual CVPs for Efficient Mode Transition
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Solution Overview
Problem
Existing continuously variable transmissions (CVTs) face inefficiencies in power transmission due to energy losses when converting mechanical power from an engine into non-mechanical power using continuously variable power sources (CVPs) and back to mechanical power, particularly in split-path modes, which can outweigh the flexibility and advantages provided by CVPs.
Innovation Solution
A power train system that includes a gear set with a first and second CVP, where the engine provides mechanical power to the first CVP through a clutch device, and the second CVP converts non-mechanical power back to mechanical power, providing it to the gear set's output component, with a brake device controlling the second input component to facilitate transition between split-path and mechanical-path modes, allowing for infinitely variable gear ratios.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If split-path mode is used with CVPs to provide flexibility and variable power transmission, then adaptability is improved, but energy losses increase due to conversion between mechanical and non-mechanical power
Solution Approach 1:
The system dynamically transitions between split-path mode (using CVPs for flexibility) and mechanical-path mode (direct mechanical connection for efficiency). The clutch device enables the system to adapt its configuration based on operational requirements, allowing optimal performance across different working conditions by switching between power transmission paths.
Solution Approach 2:
The power transmission system is segmented into two independent paths: a mechanical path providing direct power transmission and a variable path using CVPs for flexible power control. This segmentation allows the system to selectively engage only the necessary path, avoiding energy losses from unnecessary conversions while maintaining adaptability when variable power transmission is required.
2Loss of energy
If mechanical-path mode is used for direct power transmission from engine, then energy efficiency is improved, but adaptability decreases due to lack of variable power control
Solution Approach 1:
The power transmission system is designed with multi-functionality, capable of operating in both mechanical-path mode (for efficient direct power transmission) and split-path mode (for adaptable variable power control). The clutch device and brake device enable the system to universally handle different operational requirements, switching between modes to maintain both efficiency and adaptability across diverse working conditions.
3Adaptability or versatility
If both mechanical path and CVP path are engaged simultaneously, then power flexibility is improved, but system complexity increases due to multiple clutch and brake devices
Solution Approach 1:
The clutch device and brake device serve as intermediary control elements that manage power flow between the mechanical path and CVP path. These intermediaries enable smooth transitions and coordinated operation of both paths, allowing the system to achieve flexible power transmission while maintaining manageable complexity through centralized control mechanisms.
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
The system enables efficient transition between split-path and mechanical-path modes, optimizing power transmission by minimizing energy losses and maximizing flexibility, allowing the vehicle to operate effectively in various operational conditions.
Implementation Method 1
A first CVP is configured to receive mechanical power from the engine via a clutch device and convert the received mechanical power to non-mechanical power
Implementation Method 2
A second CVP is configured to receive the non-mechanical power from the first CVP, convert the received non-mechanical power to mechanical power, and provide mechanical power to the output component of the gear set
Implementation Method 3
A brake device is in communication with the second CVP and the second input component of the gear set. When the brake device is in an engaged state, the brake device prevents the second input component of the gear set from rotating
Data Source
AI summary
A power train and related vehicle are described for continuously variable transmission of power. A gear set includes first and second input components and an output component. An engine provides mechanical power to the first input component and, when a clutch device is in a first state, to a first continuously variable power source (“CVP”). With the clutch device in a second state, the first CVP is decoupled from the engine. A second CVP receives non-mechanical power from the first CVP, and converts the non-mechanical power to mechanical power. When a brake device is not engaged, the second CVP provides the resulting mechanical power to the second input component. When the brake device is engaged, the brake device prevents the second input component from rotating.