Transverse Vehicle Driving Assembly with Single Power Source
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Solution Overview
Problem
Current vehicle power assemblies with longitudinally arranged components are too large and complex, limiting their use in compact vehicles, and they cannot adapt to varying road conditions due to fixed speed ratios and inadequate clutch functionality, especially in electric motor direct driving modes.
Innovation Solution
A vehicle driving assembly with a transversely placed single power source connected to the vehicle axle half shafts, featuring an automatic transmission with integrated gear ratios and face tooth clutches, allowing for flexible two-speed ratios and reduced kinetic energy loss, suitable for compact structures and diverse operating conditions.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If power source, clutch, gearbox or speed reducer, and driving shaft are longitudinally arranged, then the transmission structure is complete, but the longitudinal dimension becomes large and the structure becomes complex
Solution Approach 1:
The patent transitions from a longitudinal arrangement of power transmission components to a transverse arrangement. The power source is positioned at the front of the vehicle, and power is transmitted transversely through the width of the vehicle to the differential and drive wheels, fundamentally changing the spatial dimension of component layout from longitudinal to transverse, thereby reducing longitudinal dimension while maintaining functional completeness
Solution Approach 2:
The patent integrates multiple transmission functions into a compact transverse layout. The power source, transmission gears, differential, and drive shafts are merged into a unified transverse power transmission system, reducing the number of separate longitudinal components and simplifying the overall structure while maintaining complete transmission functionality
2Adaptability or versatility
If conventional friction clutches are used in electric motor direct driving mode, then clutch function is provided, but the large shock of the rotor shaft causes the clutch to fail due to inability to cushion
Solution Approach 1:
The patent introduces a specialized clutch mechanism that acts as an intermediary between the electric motor rotor shaft and the transmission system. This clutch is specifically designed to absorb and cushion the large shocks and torque variations characteristic of electric motor operation, protecting the transmission components while maintaining clutch functionality for gear changes and power engagement
3Device complexity
If electric motor direct driving mode is used without clutch function, then the structure is simple, but the transmission cannot shift gears and only one speed ratio can be chosen
Solution Approach 1:
The patent implements a dynamic transmission system with multiple gear ratios that can be switched based on operating conditions. The transmission includes at least two different speed ratios that can be changed during vehicle operation, allowing the system to adapt to varying road conditions and load requirements while maintaining a relatively simple overall structure compared to complex longitudinal arrangements
Data Source
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AI summary
The present disclosure discloses a vehicle driving assembly with transversely placed single power source comprising a power source and an automatic transmission. A first intermediate shaft is provided parallel to the input shaft of the automatic transmission. A second intermediate shaft and a third intermediate shaft are individually provided in the directions coaxial with the input shaft and the first intermediate shaft. A first clutch is provided between the first intermediate shaft and the third intermediate shaft. A second clutch is provided between the input shaft and the second intermediate shaft. A first gear on the input shaft and a second gear on the first intermediate shaft are engaged to transmit power. A third gear on the second intermediate shaft and a fourth gear on the third intermediate shaft are engaged to transmit power. A fifth gear on the third intermediate shaft and a sixth gear on the differential are engaged to transmit power. The present disclosure can realize transmission of two speed ratios, make transmission modes flexible, shorten the longitudinal dimension of the driving assembly, and is suitable for vehicles with a compact structure. Since the number of gears being used is small, the transmission structure is simplified.