Gearbox Unit with Segmented Sub-Axles and Integrated Coupling
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Solution Overview
Problem
Existing all-wheel drive transmission devices require a large differential for the second wheel axle, consuming significant space and complicating the design.
Innovation Solution
A transmission device using two connecting shafts and superposition gears to distribute torque between the first and second sub-axles, integrating an axle differential within the coupling gear to eliminate the need for a separate differential, allowing for a compact design.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If a single connecting shaft with a differential is used for the second wheel axle, then torque distribution is achieved, but the space consumption increases significantly
Solution Approach 1:
The second wheel axle is segmented into two independent sub-axles (first sub-axle and second sub-axle), each driven by its own connecting shaft. This segmentation eliminates the need for a large centralized differential, reducing space consumption while maintaining torque distribution capability through the coupling transmission device.
Solution Approach 2:
The coupling transmission device merges the functions of torque distribution and differential operation into a compact integrated unit. By combining the coupling mechanism with superposition gears and clutches, the system achieves differential functionality without requiring a separate large differential component.
2Ease of operation
If a large differential is installed between the connecting shaft and the second wheel axle, then torque distribution to sub-axles is enabled, but the device complexity increases
Solution Approach 1:
The coupling transmission device performs multiple functions simultaneously: it acts as a torque distributor, a differential mechanism, and a torque vectoring system. The superposition gears and clutches enable the same components to handle both torque distribution and differential operations, reducing overall system complexity despite enhanced functionality.
Solution Approach 2:
The system employs dynamically controllable clutches that can engage or disengage to switch between different torque distribution modes. This dynamic control allows the transmission system to adapt to varying driving conditions, achieving complex torque vectoring functionality through simple on/off control of the clutch mechanisms.
Data Source
AI summary
A gearbox unit for a motor vehicle, wherein the motor vehicle has a first and a second wheeled axle, the second wheeled axle including a first sub-axle and a second sub-axle. The gearbox assembly of the motor vehicle may include a first connecting shaft operatively connectable to the first sub-axle, a second connecting shaft operatively connectable to the second sub-axle, and a coupling gearbox, which has a drive input shaft operatively connectable to a drive assembly of the motor vehicle and which has a drive output shaft operatively connectable to the first wheeled axle. The drive input shaft may be operatively connected in torque-splitting fashion to the first and the second connecting shaft. The drive output shaft may be operatively connectable to the first connecting shaft so as to be switchable by a first clutch and to the second connecting shaft so as to be switchable by a second clutch.