Compact Transaxle Axial Width Reduction via Integrated Ring Gear
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Solution Overview
Problem
Existing transaxles for all-terrain vehicles require a larger width to achieve a sufficient suspension stroke, which limits the compactness and road ability of the vehicle.
Innovation Solution
A transaxle design featuring spur gears and a differential casing with a compact configuration, including a ring-shaped final gear and a differential lock slider, allows for a smaller axial width, enabling a larger suspension stroke while maintaining power transmission efficiency.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If bevel gears are used for power transmission in the transaxle, then reliable power transmission is achieved, but the axial width of the transaxle increases
Solution Approach 1:
The patent merges the differential casing and final gear into a single integrated component. The final gear is formed as an integral part of the differential casing, eliminating the need for separate mounting and reducing axial space requirements. This combining approach maintains power transmission reliability while reducing the overall axial width of the transaxle assembly.
Solution Approach 2:
Instead of using conventional bevel gears for power transmission between the input shaft and differential casing, the patent inverts the approach by using spur gears in a different arrangement. The spur gears transmit power in a manner that achieves the same functional result but with reduced axial width, effectively solving the contradiction by reversing the traditional gear selection.
2Length of moving object
If a larger suspension stroke is achieved by reducing transaxle width, then road ability is improved, but the structural complexity of the transaxle increases
Solution Approach 1:
The differential casing and final gear are combined into a single integrated component, which simplifies the overall structure by reducing the number of separate parts. This merger eliminates the need for additional mounting features and reduces assembly complexity, counteracting the potential increase in structural complexity while achieving the desired reduction in axial width.
Solution Approach 2:
The differential casing is designed to serve multiple functions: it houses the differential mechanism, supports the final gear, and provides mounting points for bearings and other components. By making the differential casing a multi-functional component, the patent reduces the need for separate specialized parts, thereby simplifying the overall structure while achieving compact dimensions.
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 compact transaxle design achieves a smaller axial width, allowing for a longer suspension stroke and improved road ability compared to traditional bevel gear configurations, enhancing the vehicle's performance and stability.
Implementation Method 1
first and second side gears as a pair of spur gears that are contained in the differential casing, coaxially arranged, relatively rotatable with each other, and rotatable relative to the differential casing; a group of pinions as spur gears that are rotatably supported, in the differential casing, by rotational shafts that are in parallel with axes of the first and the second side gears
Data Source
AI summary
A transaxle includes: an axle housing in which an input gear is rotatably supported; a differential casing that is contained in the axle housing while being rotatably supported relative to the axle housing; first and second side gears as a pair of spur gears that are contained in the differential casing, coaxially arranged, relatively rotatable with each other, and rotatable relative to the differential casing; a group of pinions as spur gears that are rotatably supported, in the differential casing, by rotational shafts that are in parallel with axes of the first and the second side gears in the differential casing, the group of pinions transmitting power between the first side gear and the second side gear; and a final gear having a ring shape that is contained in the axle housing, meshes with the input gear, incorporates the differential casing, and is relatively unrotatably coupled to the differential casing.