Concentric Ring-Gear Transmission Layout for Compact Multi-Speed Shifting
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Existing multi-speed transmissions require large space, weight, and are costly due to complex designs with numerous components, leading to reduced efficiency.
Innovation Solution
A multi-speed transmission design featuring concentrically arranged ring gears and intermediate shafts with clutches, allowing for a compact layout with fewer components, enabling efficient torque transfer through selective clutch engagement for various gear ratios.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a multi-speed transmission uses conventional design with multiple shafts and gear wheels, then it can provide different gear ratios, but it requires large space and has high weight
Solution Approach 1:
The patent applies nesting by placing the first intermediate shaft and second intermediate shaft inside the first ring gear and second ring gear respectively. This nested arrangement allows multiple rotating components to occupy the same radial space, significantly reducing the overall volume of the transmission while maintaining the capability to provide multiple gear ratios through selective clutch engagement.
Solution Approach 2:
The patent transitions from a conventional multi-shaft design occupying separate radial spaces to a compact design where intermediate shafts are nested within ring gears, effectively utilizing the axial dimension and internal space of existing components. This dimensional reorganization reduces the transmission's external footprint while preserving gear ratio functionality.
2Adaptability or versatility
If a multi-speed transmission uses conventional design with numerous components, then it can provide different gear ratios, but it has high device complexity and high cost
Solution Approach 1:
The patent merges multiple functional components into fewer elements. The first ring gear and second ring gear serve both as gear transmission elements and as structural housings for the intermediate shafts. The clutches directly engage the ring gears and intermediate shafts, eliminating the need for separate gear wheels on intermediate shafts. This merging reduces the total component count while maintaining multi-gear ratio capability.
Solution Approach 2:
The ring gears serve multiple functions: they act as gear transmission elements, structural supports for intermediate shafts, and engagement surfaces for clutches. This multi-functionality reduces the need for dedicated components for each function, thereby simplifying the overall device structure and reducing component quantity.
3Adaptability or versatility
If a multi-speed transmission uses conventional design, then it can provide different gear ratios, but it has reduced efficiency due to high number of components
Solution Approach 1:
By merging the intermediate shafts inside the ring gears and using direct clutch-to-ring-gear engagement, the patent reduces the number of meshing interfaces and mechanical connections. Fewer interfaces mean fewer opportunities for energy loss through friction and inefficiency, thereby improving overall transmission efficiency while maintaining gear ratio versatility.
Data Source
Figure 1
Figure 2a~2b
Figure 2c
AI summary
A multi-speed transmission for a vehicle, where the transmission has an extension in an axial direction and comprises a first input shaft, a second input shaft, a first output shaft, a second output shaft, a first intermediate shaft and a second intermediate shaft. The transmission further comprises an annulus internally toothed first ring gear drivingly connected to the second input shaft and an annulus internally toothed second ring gear releasably connected to the first ring gear. The first intermediate shaft comprises a first gear wheel in engagement with the first ring gear and a second gear wheel in engagement with the second ring gear. The second intermediate shaft comprises a third gear wheel in engagement with the first ring gear and a fourth gear wheel in engagement with the second ring gear. The first output shaft comprises a fifth gear wheel in engagement with second gear wheel, and the second output shaft comprises a sixth gear wheel in engagement with the fourth gear wheel. The first ring gear, the first gear wheel, and the third gear wheel are arranged in a first axial plane. The second ring gear, the second gear wheel, and the fifth gear wheel are arranged in a second axial plane. The second ring gear, the fourth gear wheel, and the sixth gear wheel are arranged in a third axial plane.