Split Gearbox Torque Distribution for Motor Vehicles
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Solution Overview
Problem
Existing drive arrangements for motor vehicles with two driven axles lack efficient gearbox configurations that provide advantageous torque distribution and simple gear control, particularly in systems with multiple forward gears, leading to suboptimal performance in both all-wheel drive and single-axle operations.
Innovation Solution
A drive arrangement with two partial gearboxes, where one gearbox drives both axles through multiple forward gears and optionally a reverse gear, while the other drives only one axle, utilizing a switchable clutch to manage torque distribution and decoupling for efficient operation, allowing for higher torque output to both axles in forward gears and lower torque to one axle as needed.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a single gearbox drives both axles through multiple gears, then the gear structure becomes complex and requires additional clutches, but torque distribution to both axles is achieved
Solution Approach 1:
The drive system is segmented into two independent partial gearboxes: a first partial gearbox that can drive both axles through multiple forward and reverse gears, and a second partial gearbox that provides additional forward gears for single-axle drive. This segmentation allows each gearbox to be optimized for its specific function, reducing overall complexity while maintaining versatility in torque distribution modes.
2Adaptability or versatility
If additional clutches are added to enable single-axle drive mode, then operational flexibility improves, but device complexity and cost increase
Solution Approach 1:
The system dynamically adapts its configuration by engaging or disengaging the second partial gearbox based on driving conditions. In single-axle drive mode, only the first partial gearbox operates with its standard gear set. In all-wheel drive mode, the second partial gearbox is engaged to provide additional gear ratios. This dynamic reconfiguration provides operational flexibility without requiring permanent additional clutch mechanisms for every possible drive mode.
3Power
If the gearbox is optimized for high torque output to both axles, then all-wheel drive performance improves, but efficiency in single-axle operation decreases
Solution Approach 1:
The gearbox is divided into two specialized partial gearboxes with different optimization focuses. The first partial gearbox is optimized for high torque multiplication suitable for all-wheel drive conditions with lower gears. The second partial gearbox contains higher forward gears specifically optimized for efficient single-axle operation. This segmentation allows each subsystem to be optimized for its primary function without compromising the other.
Solution Approach 2:
Different parts of the gearbox system have different quality characteristics tailored to their specific functions. The first partial gearbox features gear ratios and component design optimized for high torque delivery to both axles in adverse conditions. The second partial gearbox features higher gear ratios optimized for fuel efficiency and reduced energy loss during normal single-axle driving. This local optimization of quality characteristics resolves the contradiction between power output and energy efficiency.
Data Source
AI summary
A drive arrangement for a motor vehicle includes two driven axles, wherein at least one of the axles can be connected and disconnected, with a variable speed transmission having at least one input shaft, two driven shafts, each driven shaft driving a respective axle, and several forward gears and optionally one reverse gear which can be switched via gear wheels and synchronous couplings. The drive arrangement can be easily switched between different drive modes by dividing the variable speed transmission into two sub-transmissions, of which one sub-transmission drives exclusively a first axle via a portion of the forward gears and the one driven shaft and the second sub-transmission drives both driven shafts via the remaining portion of the forward gears and optionally the reverse gear.