Variable-Ratio Gear Train for Compact High-Torque Adjustment Drives
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Solution Overview
Problem
Existing adjustment drive systems in motor vehicles require large motor-gear combinations to achieve necessary torque and adjustment time, leading to increased dimensioning and inefficiencies, particularly in overcoming icing or adhesion issues.
Innovation Solution
A gear device with double gearwheels as input and output, featuring distinct circumferential regions with different toothings, allowing for varying translation ratios to optimize torque and speed, reducing motor power requirements and enabling compact design.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Force
If a motor-gear combination is designed for maximum torque and required adjustment time, then the necessary torque and adjustment time are achieved, but the motor dimensions become larger
Solution Approach 1:
The patent applies a variable translation ratio mechanism where the gear device dynamically changes its transmission ratio during operation. The mechanism transitions from a first translation ratio to a second translation ratio based on the adjustment phase, allowing the motor to operate more efficiently across different torque requirements rather than being sized for peak torque only
Solution Approach 2:
The translation ratio parameter is changed during operation based on the adjustment phase. The gear device switches between different translation ratios (first and second ratios) to optimize motor performance, allowing smaller motor dimensions while maintaining the capability to deliver necessary maximum torque when required
2Force
If a larger motor is used to achieve necessary torque, then the torque requirement is met, but the device complexity and space requirements increase
Solution Approach 1:
The gear device is segmented into different operational phases with distinct translation ratios. The adjustment process is divided into phases where different gear configurations are engaged, allowing optimized motor sizing for each phase rather than requiring a single oversized motor for all conditions
Solution Approach 2:
The system transitions from static to dynamic operation by changing the translation ratio during the adjustment process. This dynamic adaptation allows the motor-gear combination to maintain lower complexity while meeting torque requirements through real-time parameter adjustment rather than oversized components
3Power
If a constant translation ratio is used, then the motor power requirements are higher, but the adjustment range is maintained
Solution Approach 1:
The translation ratio parameter is varied during the adjustment process based on the specific phase being executed. The control device switches between first and second translation ratios to optimize motor power usage, reducing overall power requirements while maintaining the full adjustment range through coordinated ratio changes
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 gear device provides a high starting moment and adjustable speed, achieving efficient operation and compact construction by varying translation ratios, thus reducing motor power needs and enhancing adjustment range while minimizing cost and space requirements.
Implementation Method 1
a toothing is formed on the first gearwheel which meshes with a toothing of the third gearwheel
Implementation Method 2
a toothing is formed on the second gearwheel which meshes with a toothing of the fourth gearwheel
Data Source
AI summary
Gear device for an adjustment drive device of a motor vehicle. The gear device includes an input gearwheel and an output gearwheel driven by the input gearwheel. The input gearwheel includes a first gearwheel and a second gearwheel coaxial to and rotationally fixed relative to the first gearwheel. The output gearwheel includes a third gearwheel and a fourth gearwheel coaxial to and rotationally fixed relative to the third gearwheel. The input gearwheel and the output gearwheel are positioned relative to one another such that in a first circumferential region of the input gearwheel, toothing formed on the first gearwheel is to mesh with toothing formed on the third gearwheel, and in a second circumferential region of the input gearwheel, toothing formed on the second gearwheel is to mesh with toothing formed on the fourth gearwheel.