This reminds me strongly of another system of distribution, which suffers from the same effect: differential gearboxes in cars. Since the torque to all the wheels is equal, if one wheel slips it very quickly takes all of the power of the engine, since power = rotational velocity * torque. Only if the speeds are similar is the allocation of power to the wheels similar. In cars, the solution is to make sure that the po…
Limited Slip differentials can be employed to ensure that one wheel can only slip so far before the differential locks and then both wheels are forced to rotate together. LSDs can be employed in 3 positions front, rear, and center. The front and rear will lock left and right wheels together, the center one will lock the rotation speed of the front and back axles.
You can also add manually selectable locking differentials in any of those positions instead. Frequently, you see LSDs in front and back and manual lockers in the center.
In off road applications it is more common to see manually selectable lockers in every position. Because of the lack of differentials, though, manual lockers put a lot of load on the drivetrain if the surface isn’t slippery.
The alternative, traction control can use variable differentials to send different power amounts to different wheels, typically by employing the brakes on the slipping wheel to force power to distribute evenly.
Obviously, there is a lot to this, but highlights some of the options.