Multi-Axle Drive Clutch Torque Distribution Control
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Solution Overview
Problem
Existing multi-shaft drive systems experience unnecessary switching between operating states, leading to inefficiencies and reduced traction, particularly in motor vehicles, due to the lack of controlled torque distribution between axles.
Innovation Solution
A method is introduced where the synchronization clutch is partially opened and the disconnecting clutch is maintained closed when switching from the second operating state to the first, allowing for selective axle operation by adjusting the torque distribution between the first and second output shafts, and vice versa, to prevent unnecessary state changes and ensure adequate traction.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If the synchronization clutch is fully opened when switching from the second operating state to the first operating state, then the switching between operating states is simplified, but unnecessary switching occurs leading to inefficiencies and reduced traction
Solution Approach 1:
The synchronization clutch is designed with dynamic controllability, allowing it to be partially opened rather than fully opened or closed. This dynamic adjustment enables controlled torque distribution between axles during the transition from second to first operating state, preventing unnecessary full switching while maintaining traction efficiency. The clutch can remain in an intermediate state where it transmits reduced torque, avoiding the inefficiencies of complete disengagement.
2Adaptability or versatility
If multiple clutches are provided to enable selective axle operation, then torque distribution between axles is improved, but the device complexity increases
Solution Approach 1:
The clutch system is segmented into two distinct functional components: a synchronization clutch for torque distribution control and a disconnecting clutch for axle decoupling. This segmentation allows each clutch to perform its specific function efficiently, with the synchronization clutch managing torque sharing between axles and the disconnecting clutch handling complete disengagement. The modular segmentation reduces overall system complexity compared to a single complex clutch mechanism.
Solution Approach 2:
The synchronization clutch serves multiple functions: it enables smooth torque distribution during axle engagement, maintains partial torque transmission during transitional states, and works in coordination with the disconnecting clutch for complete axle decoupling. This multi-functionality reduces the need for additional specialized components, thereby managing system complexity while achieving versatile selective axle operation.
3Loss of energy
If the connecting shaft is operated only when all axles are operated, then the moving mass and energy losses are reduced, but the response time for traction assistance is increased
Solution Approach 1:
The synchronization clutch is partially opened rather than fully closed, allowing partial torque transmission through the connecting shaft. This partial action enables the system to maintain readiness for traction assistance without fully engaging the connecting shaft, thereby reducing energy losses from operating the connecting shaft at full capacity while still providing rapid response capability when needed. The partial engagement state optimizes the balance between energy efficiency and response time.
Data Source
AI summary
A multi-axle drive device and method for operating a multi-axle drive device. The multi-axle drive device is provided with a synchronization clutch present in an operational connection between a first output shaft and a connecting shaft and at least one disconnecting clutch present in an operational connection between the connecting shaft and a second output shaft. The synchronization clutch and the disconnecting clutch are opened in a first operating state and closed in a second operating state. At the same time, with an intended change from the second operating state to the first operating state, the synchronization clutch is maintained at least partially opened and the separation clutch is maintained closed, so that, when a first operating mode is carried out, the disconnecting clutch is opened, and when a second operating mode is carried out, the synchronization clutch is closed again.