Electric Drivetrain Transfer Case With PTO for Lockable AWD
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Solution Overview
Problem
Existing electrically operable drive trains for commercial vehicles are inefficient as they require multiple electric motors for propulsion, even when only one is necessary, leading to increased weight, cost, and complexity.
Innovation Solution
A drive train design featuring two transfer cases with electric motors and axles, where one transfer case includes a power take-off, allowing for the transmission of drive power between axles and enabling a lockable all-wheel drive system without the need for additional motors, and allowing independent operation of the power take-off.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If multiple electric motors are used for propulsion in each axle, then reliable all-wheel drive is achieved, but device complexity and cost increase
Solution Approach 1:
The patent merges the propulsion function into a single central electric motor while using mechanical differential locks to distribute power to all wheels. This combines multiple power sources into one, reducing motor quantity while maintaining all-wheel drive capability through mechanical power distribution rather than electrical multiplication
Solution Approach 2:
The central electric motor serves multiple functions: it provides propulsion for all wheels through the drivetrain, and when combined with the differential locks, it enables all-wheel drive operation. This multi-functional approach eliminates the need for separate motors at each axle while maintaining comprehensive drive capability
2Power
If multiple electric motors are installed for each axle, then sufficient drive power is provided, but vehicle weight increases
Solution Approach 1:
Multiple motor units are merged into a single central electric motor with higher power output. This consolidation reduces the total weight of motor components while maintaining sufficient drive power through optimized powertrain design and mechanical power distribution to all wheels via the drivetrain and differential lock system
3Adaptability or versatility
If additional electric motors are added for power take-off functions, then auxiliary power needs are met, but device complexity increases
Solution Approach 1:
The central electric motor serves dual purposes: propulsion through the drivetrain and power take-off for auxiliary functions. The power take-off mechanism is integrated into the existing drivetrain architecture, allowing the same motor to perform both primary and secondary functions without requiring additional motor units
Solution Approach 2:
The drivetrain and differential lock system act as intermediaries that distribute power from the single central motor to both the wheels for propulsion and to the power take-off mechanism for auxiliary functions. This intermediary power distribution system enables one motor to serve multiple purposes efficiently
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 design reduces the need for more powerful and expensive motors by allowing drive power to be transferred between axles, providing efficient and independent operation of the power take-off, and enabling continuous high-performance operation in off-road conditions.
Implementation Method 1
an first electric motor (12) and an second electric motor (15), wherein the first electric motor (12) has a first drive connection to the first transfer case (11) and the second electric motor (15) has a second drive connection to the second transfer case (14)
Data Source
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AI summary
The invention relates to an electrically operated drive train (10) comprising a first transfer case (11), a first electric motor (12), and a first axle (13, 13'), as well as a second transfer case (14), a second electric motor (15, 15'), and a second axle (16, 16'), wherein the first transfer case (11) has a first input (17), a first axle output (18), and a first coupling output (19), wherein the second transfer case (14) has a second input (20), a second axle output (21), and a second coupling output (22), and wherein the first coupling output (19) can be coupled to the second coupling output (22) via a coupling shaft (23). The drive train (10) according to the invention is characterized in that the first transfer case (11) further comprises a first power take-off (24). The invention further relates to a corresponding vehicle.