Vehicle Drive Power Distribution via Independent Rear Clutch Control
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Solution Overview
Problem
Conventional vehicle drive power distribution devices lack flexibility in component placement between the transfer mechanism and rear differential mechanism due to the presence of a speed-increasing gear train, constant speed clutch, and speed-increasing clutch, limiting the ability to integrate additional components.
Innovation Solution
Incorporating a front differential mechanism linked to the propeller shaft, with independent variable control clutches and a speed-increasing gear ratio that enhances rear wheel speed by 2 to 5% over front wheels, allowing for improved power distribution and torque control between the front and rear wheels.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Speed
If a speed-increasing gear train, constant speed clutch, and speed-increasing clutch are provided between the transfer mechanism and rear differential mechanism, then the rear wheel speed can be increased, but no other component can be disposed between the transfer mechanism and rear differential mechanism
Solution Approach 1:
The patent segments the power transmission system into distinct modules: front differential mechanism, propeller shaft, rear differential mechanism, and clutch mechanisms. This segmentation allows each component to be independently positioned and optimized, resolving the contradiction by enabling flexible component placement while maintaining the speed-increasing function through the gear mechanisms within the rear differential assembly.
Solution Approach 2:
The patent utilizes spatial arrangement in multiple dimensions by positioning the clutch mechanisms laterally adjacent to the propeller shaft and integrating the speed-increasing gear train within the rear differential mechanism housing. This dimensional reorganization allows additional components to be disposed in the power transmission pathway without interfering with the primary axial power flow, thus maintaining both speed enhancement and component placement flexibility.
2Speed
If the rear wheel speed is increased by 2 to 5 percent more than front wheels, then cornering performance is enhanced, but drive power transfer loss increases
Solution Approach 1:
The patent implements dynamically controllable clutch mechanisms that can adjust the engagement level and torque transmission in real-time based on driving conditions. This dynamic control allows the system to optimize the speed difference between rear and front wheels during cornering while minimizing unnecessary torque transmission that would cause power loss during straight-line driving, thus resolving the contradiction between cornering performance and energy efficiency.
Solution Approach 2:
The patent changes the operational parameters of the speed-increasing gear train and clutch mechanisms based on detected driving conditions. By adjusting gear ratios and clutch engagement levels dynamically, the system can achieve the optimal 2-5% speed increase for cornering performance only when needed, while maintaining efficient power transmission during normal driving, thereby reducing overall drive power transfer loss.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This configuration reduces drive power transfer loss, enhances cornering performance, and provides independent control over rear wheel torque, leading to improved vehicle stability and fuel efficiency.
Implementation Method 1
a ball cam that generates cam force in accordance with the constraining torque of the pilot clutch plate
Implementation Method 2
a pilot clutch plate that generates constraining torque in accordance with a coil current command sent to an electromagnet of the respective clutch
Data Source
Figure 1
Figure 2
Figure 3~4
AI summary
A transfer mechanism distributes motive power from a motive power source of a motor vehicle to left and right front wheels and left and right rear wheels of the vehicle. A rear differential mechanism transfers the motive power to the left and right rear wheels. A clutch is provided between the rear differential mechanism and each of the left and right rear wheels. A control device independently controls an engaged state of each of the clutches. A speed-increasing mechanism sets revolution speeds of an output shaft of the transfer mechanism and of an input shaft of the rear differential mechanism to be the same and sets a speed of the outer circumference of the rear wheel to which the motive power is transferred, via an engaged clutch, to be faster than a speed of the outer circumference of the left and right front wheels.