Torque Distributor Casing With Differentials for Compact Multi-Axle Drive
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Solution Overview
Problem
Current torque transmission systems for heavy vehicles are bulky, heavy, and require redesigning when switching between single and multiple axle drive configurations, lacking versatility and cost-effectiveness.
Innovation Solution
A torque distributor system with a mechanical chain transmission and differential mechanisms housed in a compact casing, allowing torque distribution to multiple axles with adjustable power take-offs and locking mechanisms, enabling versatile configurations and reduced manufacturing costs.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a transmission is designed for multiple axles, then torque distribution capability is improved, but the transmission becomes bulky and heavy
Solution Approach 1:
The transmission system is divided into separate modules: a first transmission unit for single-axle configuration and a second transmission unit for multi-axle configuration. These modular units can be selectively engaged or disengaged, allowing the system to achieve multi-axle torque distribution capability only when needed, rather than always carrying the weight of a complete multi-axle transmission system.
Solution Approach 2:
The transmission system dynamically adapts its configuration by selectively engaging the second transmission unit with the first transmission unit. This dynamic engagement allows the system to transition between single-axle and multi-axle modes, providing torque distribution capability on-demand while maintaining a compact, lightweight design in single-axle mode.
2Adaptability or versatility
If a transmission is redesigned for different drive configurations, then adaptability is improved, but manufacturing cost and complexity increase
Solution Approach 1:
The first transmission unit serves multiple functions: it can operate independently for single-axle drive configurations and can also couple with the second transmission unit for multi-axle configurations. This multi-functionality eliminates the need to manufacture entirely separate transmission systems for different drive configurations, reducing manufacturing costs and complexity.
Solution Approach 2:
The second transmission unit is designed to be selectively engaged with or nested within the first transmission unit. This nesting arrangement allows both transmission units to share common mounting structures and support elements, reducing overall system complexity and manufacturing costs while enabling flexible reconfiguration between single- and multi-axle modes.
3Volume of moving object
If a compact transmission design is used, then space efficiency is improved, but torque distribution versatility is reduced
Solution Approach 1:
The transmission system dynamically expands its functional volume by selectively engaging the second transmission unit when multi-axle torque distribution is required. When operating in single-axle mode, only the compact first transmission unit is engaged, maintaining minimal volume. This dynamic configuration allows the system to achieve torque distribution versatility only when needed, rather than permanently occupying the space required for a full multi-axle transmission.
Data Source
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AI summary
Torque distributor system (5) for distributing the torque coming from a power source (1) of a vehicle to a plurality of axles (2a, 2b, 2c, 2d) of the vehicle, comprising a casing (6) adapted to define a space (7) configured to house a transmission (8), the casing (6) defining a plurality of openings (9, 10, 11, 12, 13, 14) configured to house respective power take-offs (15, 16, 17, 18, 19, 20) connected to each other by the transmission (8), a first power take-off (15) of the power take-offs (15, 16, 17, 18, 19, 20) being connectable to the power source (1) and at least a second (19) of the power take-offs (15, 16, 17, 18, 19, 20) being connectable to one or more of the axles (2a, 2b, 2c, 2d), at least one (17, 18) of the power take-offs (15, 16, 17, 18, 19, 20) being connected by means of a gear between two gear wheels (26, 27) to the first power take-off (15), at least one other (19,20) of the power take-offs (15, 16, 17, 18, 19, 20) being connected by means of the gear and respective differential mechanisms (31', 31") to the first power take-off (15).