Wheeled Vehicle Transmission With Split Outlet Shaft
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Solution Overview
Problem
Wheeled vehicle transmissions face misalignment issues due to the weight of the chassis, leading to potential damage and increased costs from reinforcing bearings and mechanical strength, and existing solutions result in bulkier and more expensive designs.
Innovation Solution
A transmission design featuring a housing with two motors outside the housing, two reduction gears inside, and a split outlet shaft formed by two sections connected via a connection part inside the housing, allowing for independent motor control and freewheeling capabilities using clutch mechanisms and epicyclic gear trains, enabling compactness and versatility.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If the outlet shaft is formed by two half-shafts housed in separate housings, then each wheel can be driven independently, but misalignment occurs under chassis weight causing damage risk
Solution Approach 1:
The patent merges two separate housings into a single integrated housing that contains both outlet shaft sections. This unified structure provides rigid support that prevents misalignment under chassis weight while maintaining independent drive capability through the differential mechanism.
Solution Approach 2:
The outlet shaft is segmented into two sections that can rotate independently relative to each other through the differential mechanism, while both sections are supported by the unified housing structure to maintain proper alignment.
2Reliability
If two motors are integrated in one housing to avoid misalignment, then alignment stability improves, but the housing becomes bulky and requires reinforcement
Solution Approach 1:
The patent combines the housing structure with the differential mechanism into a unified compact assembly. The housing serves dual purposes: supporting both outlet shaft sections and housing the differential mechanism, eliminating the need for separate motor housings and reducing overall size.
Solution Approach 2:
The single housing performs multiple functions: it supports both outlet shaft sections, houses the differential mechanism, and provides structural rigidity to prevent misalignment. This multi-functionality eliminates the need for additional reinforcement and reduces housing volume.
3Adaptability or versatility
If clutch mechanisms are added to enable freewheeling and differential functions, then versatility improves, but device complexity increases
Solution Approach 1:
The patent merges the clutch mechanisms and differential mechanism into a single integrated transmission assembly. The clutch control members are positioned to simultaneously control both clutch mechanisms, and the differential mechanism is housed within the same housing, reducing overall complexity despite adding functionality.
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 enhances mechanical strength without increasing cost, allows for easy engagement of freewheeling and differential functions, and enables wide speed variation using low-torque motors, reducing the risk of premature damage and improving vehicle handling.
Implementation Method 1
two reduction gears, in that the reduction gears, which are arranged at least in part, one of them between the first motor and the first outlet shaft section, and the other one of them between the second motor and the second outlet shaft section
Implementation Method 2
the outlet shaft parallel to the first and second inlet shafts is formed by a first outlet shaft section and by a second outlet shaft section, which sections are connected together in such a manner as to be free to rotate relative to each other via at least one connection part arranged inside the housing
Data Source
AI summary
The transmission (1) comprises a housing (2), a first motor (41), a second motor (42), a first and a second input shaft (51, 52), respectively able to be driven in rotation, one (51) by the first motor (41), the other (52) by the second motor (42), two clutch mechanisms (71, 72) and two reduction gears (91, 92), wherein the output shaft (31, 32) is formed by two output shaft sections (31, 32) interconnected such that they rotate freely, the clutch mechanisms (71, 72) are each equipped with a clutch control member operable by a user for allowing the transmission, in the engaged state of the first clutch mechanism (71), of the rotational movement of the first input shaft (51) to the first output shaft section (31), and the transmission, in the engaged state of the second clutch mechanism (72), of the rotational movement of the second input shaft (52) to the second output shaft section (32), and the reduction gears (91, 92) are at least partially received inside the housing (2).