Split Drive Axle Torque Vectoring With Dry Clutch Backup

The patent segments the lubrication system by providing separate lubrication paths: wet clutches receive lubricant for cooling, while dry clutches operate without lubricant. This segmentation allows each clutch type to operate in its optimal thermal and friction conditions, resolving the contradiction between thermal protection and drag torque reduction.

The patent applies different lubrication qualities to different components: wet clutches are provided with lubricant in a lubricant-filled chamber for thermal management, while dry clutches operate in a lubricant-free environment. This local differentiation of lubrication quality allows each component to perform optimally without compromising the other.

The patent segments the clutch system into wet and dry clutches with different functional roles. Wet clutches handle torque balancing during normal operation, while dry clutches provide backup torque transmission for safety-critical situations. This functional segmentation improves both ease of operation and reliability.

The patent prepares for potential clutch failure by having dry clutches ready as a backup system. The dry clutches are positioned to automatically engage if wet clutches fail due to overheating or other issues, providing beforehand cushioning against functional safety risks.

The patent applies different clutch types to different torque transmission needs: wet clutches with lubrication for high-wear straight-line driving, and dry clutches for low-wear cornering maneuvers. This local differentiation of clutch quality extends overall system service life while maintaining torque transmission efficiency.

The patent enables dynamic switching between wet and dry clutch engagement based on driving conditions. During straight driving, wet clutches are engaged for efficient torque transmission; during cornering, the system can switch to dry clutches to reduce wear, optimizing both productivity and service life.

The patent segments the lubrication system into separate chambers: a lubricant-filled chamber for wet clutches and a lubricant-free chamber for dry clutches. This segmentation provides adaptability to different clutch types while containing the complexity within modular, manageable sections.

The differential gear unit is designed with universal adaptability to accommodate both wet and dry clutch types through its standardized mounting interfaces and torque distribution mechanism. This universality allows the same differential unit to work with different clutch configurations without requiring complete system redesign.