Transverse Vehicle Drive Assembly with Flexible Transmission
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Solution Overview
Problem
Current vehicle power assemblies in new energy automobiles have limitations such as single speed ratio transmission, large longitudinal and lateral dimensions, and inability to adapt to complex road conditions, leading to inadequate driving performance and compact structure constraints.
Innovation Solution
A transverse vehicle drive assembly with an automatic transmission system, including multiple intermediate shafts, clutches, and a differential, allowing for flexible transmission ratios and reduced dimensions, incorporating a second power source for enhanced performance and compact design.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Length of moving object
If longitudinal arrangement of power source, clutch, gearbox and driving shaft is used, then power transmission is achieved, but the assembly occupies large vehicle room and has large length
Solution Approach 1:
The patent transitions from a longitudinal arrangement to a transverse arrangement of the drive assembly components. The power source, clutch, gearbox, and driving shaft are positioned in a transverse layout, changing the spatial dimension of the assembly and reducing its longitudinal footprint to better fit compact vehicle structures.
2Adaptability or versatility
If single speed ratio transmission is used, then device complexity is reduced, but the system cannot adapt to complicated road conditions and working conditions
Solution Approach 1:
The patent implements a dynamically adjustable transmission system with multiple speed ratios. The gearbox can switch between different gear ratios (first gear ratio, second gear ratio, third gear ratio) depending on driving conditions, allowing the system to adapt to various road conditions and working environments while maintaining manageable complexity through structured gear arrangement.
3Reliability
If friction clutch is used in electric motor drive, then power transmission is achieved, but the large shock of rotor shaft cannot be cushioned and reliability is reduced
Solution Approach 1:
The patent introduces a clutch assembly as an intermediary component between the power source and the drivetrain. This clutch assembly includes clutch plates and friction materials that act as a mediator to cushion the large shocks from the electric motor rotor shaft, protecting the transmission system while maintaining reliable power transmission.
4Device complexity
If electric motor directly driving mode is used, then device complexity is reduced, but speed ratio and moment requirements cannot be satisfied
Solution Approach 1:
The patent creates a universal drive assembly that can satisfy multiple requirements through a single integrated system. The transverse gearbox incorporates multiple gear ratios and can work with different power sources (electric motor or other types), providing both speed ratio adjustment and torque multiplication capabilities while maintaining relatively simple overall structure.
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 solution enables flexible transmission modes, increased driving force, improved energy efficiency, and extended endurance mileage by allowing multiple speed ratios and dual power input, while minimizing kinetic energy loss and adapting to various driving conditions, and is suitable for compact vehicle structures.
Implementation Method 1
the first input shaft is provided with a first gear, the first intermediate shaft is provided with a second gear, and the first gear and the second gear are in engaged transmission
Implementation Method 2
the second intermediate shaft is provided with a third gear, the third intermediate shaft is provided with a fourth gear, and the third gear and the fourth gear are in engaged transmission
Implementation Method 3
the differential is provided with a fifth gear, and the fourth gear is simultaneously in engaged transmission with the fifth gear
Implementation Method 4
a first clutch is provided between the first intermediate shaft and the third intermediate shaft
Implementation Method 5
a second clutch is provided between the first input shaft and the second intermediate shaft
Implementation Method 6
a differential is provided at a connection between the automatic transmission and the vehicle axle half shaft
Data Source
AI summary
A transverse vehicle drive assembly, wherein the transverse vehicle drive assembly comprises a first power source and an automatic transmission (10), a first intermediate shaft (31) is provided parallel to a first input shaft (21) of the automatic transmission (10), a second intermediate shaft (32) is provided coaxial with the first input shaft (21), a third intermediate shaft (33) is provided coaxial with the first intermediate shaft (31), a first clutch (41) is provided between the first intermediate shaft (31) and the third intermediate shaft (33), and a second clutch (42) is provided between the first input shaft (21) and the second intermediate shaft (32). A first gear (11) on the first input shaft (21) and a second gear (12) on the first intermediate shaft (31) are in engaged transmission; and a third gear (13) on the second intermediate shaft (32) and a fourth gear (14) on the third intermediate shaft (33) are in engaged transmission, and the fourth gear (14) on the third intermediate shaft (33) is simultaneously in engaged transmission with a fifth gear (15) on a differential (50). The drive assembly can realize transmission of two speed ratios, and the transmission modes are flexible. The longitudinal dimension and the lateral dimension of the drive assembly are reduced, to be adapted for vehicles of a compact structure. Because a small quantity of gears are used, the transmission structure is simplified.