Vehicle Transmission with Common Driving Gearwheel
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Solution Overview
Problem
Existing vehicle transmissions are either bulky and heavy due to independent layouts or less flexible due to dependent layouts, with a need for compact and flexible solutions that balance size, weight, and gear ratio adaptability.
Innovation Solution
A transmission design with an input shaft connected to multiple countershafts via a common driving gearwheel, allowing for profile shifting of gear teeth to change gear ratios without affecting other gear sets, enabling flexibility and compactness by using a common final drive gearwheel for output gearwheels.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If an independent layout transmission is used, then the gear ratio can be easily adapted by changing one gearwheel, but the transmission becomes bulky and heavy
Solution Approach 1:
The patent merges the function of multiple driving gearwheels into a single common driving gearwheel that drives multiple countershafts. This consolidation reduces the total number of gearwheels needed in the transmission system, directly addressing the weight reduction goal while maintaining the ability to adapt gear ratios through selective clutch engagement.
Solution Approach 2:
The transmission system is segmented into multiple independent countershafts (first countershaft, second countershaft) that can be selectively engaged through clutches. This segmentation allows the system to maintain adaptability by choosing which countershaft to engage, while the common driving gearwheel reduces overall complexity and weight.
2Weight of stationary object
If a dependent layout transmission is used, then the transmission size and weight are reduced, but the flexibility to change gear ratios is limited
Solution Approach 1:
The patent introduces dynamic engagement mechanisms (clutches) that allow the transmission system to switch between different countershafts and gear paths based on operational requirements. This dynamic capability enables flexible gear ratio adaptation while maintaining the compact dependent layout structure with a common driving gearwheel.
Solution Approach 2:
The common driving gearwheel serves multiple functions by driving both the first countershaft and the second countershaft. This multi-functional design reduces the total number of components needed while the clutch system provides universal adaptability to select different gear paths, resolving the contradiction between compactness and flexibility.
3Volume of stationary object
If a common driving gearwheel drives multiple countershafts, then fewer gearwheels are needed and the transmission is more compact, but the geometry of all gearwheels becomes interdependent
Solution Approach 1:
The transmission system is divided into separate countershaft modules (first countershaft with first gearwheel, second countershaft with second gearwheel) that can be independently designed and optimized. Each countershaft module maintains its own gear ratio characteristics while being driven by the common driving gearwheel, reducing the interdependence complexity.
Solution Approach 2:
The clutch mechanisms enable dynamic selection between different countershaft paths, allowing the system to operate in different configurations. This dynamic capability decouples the geometric interdependence by allowing each countershaft to be optimized independently while sharing the common driving gearwheel.
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 achieves a compact and flexible transmission that can adapt to various vehicle requirements by allowing independent adjustment of gear ratios without changing the driving gearwheel, reducing the need for multiple driving gearwheels and enabling space and weight savings.
Implementation Method 1
The input shaft is provided with a first driving gearwheel, which interacts with a first gearwheel arranged upon the first countershaft, and a second gearwheel arranged upon the second countershaft
Data Source
AI summary
The invention relates to a transmission for a motor vehicle, wherein the transmission (10) comprises an input shaft (20) and at least a first and second countershaft (30; 40), and an output shaft (50), wherein the input shaft (20) is provided with a first driving gearwheel (21), which interacts with a first gearwheel (31) arranged upon the first countershaft (30), and a second gearwheel (41) arranged upon the second countershaft (40) wherein the first and second countershaft (30, 40) further is provided with a first and second output gearwheel (32; 42) respectively, which interacts with a common final drive gearwheel (51) arranged upon the output shaft (50). A number of gear teeth (n31) of the first gearwheel (31) is selected such in relation to the number of gear teeth (n21) of the first driving gearwheel (21), that the number of gear teeth (n31) of the first gearwheel (31) can be either reduced or increased with at least one gear tooth, without affecting the number of gears teeth (n21) upon the first driving gearwheel (21), vvhereby the reduction or increase the number of gear teeth (n31) of the first gearwheel (31) is compensated with a profile shift of the gear teeth of the first gearwheel (31).