Differential with electronic actuation module

Abstract

The differential with the electronic actuating module allows the manufacturer to flexibly arrange the electronic actuating module in one of the first or second half parts of the differential, ensures that the locking function is reliably realized, and does not affect the compactness and lightweight design of the differential.

Description

Technical Field

[0001] This utility model relates to an electrically triggered locking differential that responds at least in part to an input signal, specifically a differential with an electronically actuated module that can be flexibly mounted to either side of the differential in a compact manner, thereby giving the differential better versatility without increasing product complexity and cost. Background Technology

[0002] As is known, a differential can be housed in the axle assembly of a vehicle and is used to transmit torque from the drive shaft to a pair of output shafts. The drive shaft can drive the differential using a bevel gear, such as a ring gear, that meshes with a ring gear mounted on the differential housing. In automotive applications, the differential allows tires mounted at either end of the axle assembly to rotate at different speeds. This is important when the vehicle is turning because the outer tire travels a greater arc than the inner tube. Therefore, the outer tire must rotate at a faster speed than the inner tube to compensate for the greater distance traveled. The differential includes a differential housing and a gear arrangement that allows torque to be transmitted from the drive shaft to the output shafts while allowing the output shafts to rotate at different speeds as needed.

[0003] A lock-up differential generally includes a gearbox defining a gear chamber in which a differential gear set is mounted, comprising four input pinions and a pair of output half-shaft gears. A clutch assembly may be mounted between at least one half-shaft gear and an adjacent surface of the gearbox, thereby preventing relative rotation between the gearbox and the half-shaft gear. The clutch assembly is preferably a claw clutch because it tends to absorb energy more efficiently and has a higher engagement speed and smoother engagement action, while protecting the differential and transmission components from high shock loads. A cam may be mounted between the clutch assembly and the adjacent half-shaft gear to engage the clutch assembly when the cam rotates relative to it. In one type of lock-up differential, the cam tilts in response to the engagement of the clutch assembly, thereby locking the half-shaft gear relative to the differential gearbox.

[0004] Many differential systems have an actuation mechanism to move the clutch assembly to its engaged state. Conventional systems engage the clutch assembly in response to a detected predetermined speed difference between the wheels. Alternative systems may include actuators that engage the clutch assembly in response to an electrical signal rather than a detected speed difference. Possible actuators include electromagnetic systems requiring multiple coils within the differential housing or piston-cylinder actuators. These systems are complex and increase the number of components in the differential, resulting in the differential occupying considerable interior space and having a significant weight.

[0005] Therefore, there is a need for electrically triggered lock-up differentials that are simple in design, compact in structure, and lightweight. There is also a need for such electrically triggered lock-up differentials that can be easily adapted to known mechanical lock-up differentials for simple conversion to electrically triggered differentials. Utility Model Content

[0006] Therefore, the objective of this invention is to provide a differential with an electronic actuation module, thereby overcoming the shortcomings of the prior art.

[0007] According to one aspect of the present invention, a differential with an electronic actuation module is provided, wherein the differential includes: a housing defining a first axis of rotation, wherein the housing includes an integrally formed first half and a second half; a first side gear disposed within the first half and designed to rotate relative to the first half about the first axis of rotation; a second side gear disposed within the second half and designed to rotate relative to the second half about the first axis of rotation; a pinion shaft defining a second axis of rotation, wherein the second axis of rotation is perpendicular to the first axis of rotation; and a first pinion and a second pinion located at both ends of the pinion shaft, wherein the first pinion and the second pinion are sandwiched between the first side gear and the second side gear and surrounding the first side gear. Rotating about a second rotational axis to achieve differential speed between a first side gear and a second side gear; and an electronic actuation module mounted to either the first half or the second half, comprising: a stator with an electromagnetic coil fixedly disposed thereon; a locking plate designed to switch between an engaged position engaging with the first side gear or the second side gear and a disengaged position disengaging from them in response to the action of the electromagnetic coil within the stator; a cam plate having a ramp track toward the locking plate, wherein the ramp track has an initial portion and an ejection portion of different heights along a first rotational axis; and a plurality of push rods, one end of each push rod acting on the locking plate and the opposite end selectively abutting against the initial portion or the ejection portion of the cam plate to switch the differential between a locked state and an unlocked state.

[0008] The differential with an electronic actuation module according to this invention optimizes the differential design to significantly reduce the number of parts, size, and weight of the differential while ensuring its differential function remains unchanged, which is beneficial for lightweight vehicle design. At the same time, thanks to the versatility and adaptability of the electronic actuation module, manufacturers can selectively place the electronic actuation module in either the first or second half of the differential according to customer's individual needs or the laws and regulations of different regions, ensuring reliable locking without affecting the differential's structural compactness and lightweight design.

[0009] In some embodiments, the device further includes: a plurality of teeth defined on the back of the first or second side gear, wherein a plurality of spaced-apart slots are defined between the teeth; anti-rotation teeth defined on the surface of the locking plate facing the first or second side gear, wherein the anti-rotation teeth can selectively engage with the plurality of slots when the locking plate is moved from a disengaged position to an engaged position along the first axis of rotation; a biasing spring disposed between the first or second side gear and the locking plate to bias the locking plate toward the disengaged position; and a plurality of lugs defined on the outer peripheral surface of the locking plate, wherein each lug slides in a corresponding complementary slot defined in the housing of the differential to guide the displacement of the locking plate between the engaged position and the disengaged position and to prevent the locking plate from rotating relative to the housing of the differential.

[0010] As a preferred aspect of the present invention, the locking plate has at least 8 lugs and the number of push rods is at least 3.

[0011] As a preferred aspect of the present invention, the height difference between the initial portion and the ejection portion of the ramp track defines the travel of the locking plate along the first rotation axis, wherein the travel ranges from 1 mm to 12 mm.

[0012] As a preferred aspect of the present invention, the cam plate further includes a clutch surface arranged opposite to the ramp track, wherein the clutch surface is made of a hysteresis material and is formed as a single piece with the ramp track.

[0013] As a preferred aspect of the present invention, the electronic actuation module is mounted to the second half and held in place relative to the second half along the first rotation axis direction via a stop ring.

[0014] As a preferred aspect of the present invention, the electronic actuation module is mounted to the first half and held in place relative to the first half along the first rotation axis direction via a stop ring.

[0015] Other features and advantages of this invention will partly be apparent to those skilled in the art upon reading this application, and partly will be described below in conjunction with the accompanying drawings in the detailed description. Attached Figure Description

[0016] The embodiments of this utility model will now be described in detail with reference to the accompanying drawings, wherein:

[0017] Figure 1 This is a front view of a differential with an electronic actuation module according to the present invention;

[0018] Figure 2This is a side view of a differential with an electronic actuation module according to the present invention;

[0019] Figure 3 This is another side view of the differential with electronic actuation module according to the present invention;

[0020] Figure 4 This is a front view of a differential with an electronic actuation module according to the present invention, wherein the differential housing has been removed to better show the details of the internal structure.

[0021] Figure 5 yes Figure 4 The side view of the differential with electronic actuation module, in which the differential housing has been removed to better show the details of the internal structure;

[0022] Figure 6 yes Figure 4 Another side view of the differential with electronic actuation module, in which the differential housing has been removed to better show the details of the internal structure;

[0023] Figure 7 yes Figure 4 Another side view of the differential with electronic actuation module, in which more differential components have been removed to better show the details of the internal structure;

[0024] Figure 8 yes Figure 7 The side view of the differential with electronic actuation module, in which more differential components have been removed to better show the details of the internal structure;

[0025] Figure 9 yes Figure 7 The side view of the differential with electronic actuation module, in which more differential components have been removed to better show the details of the internal structure;

[0026] Figure 10 This is a cross-sectional view of the differential with an electronic actuation module according to the present invention;

[0027] Figure 11 yes Figure 10 An enlarged cross-sectional view of the differential in the figure shows the electronic actuation module in the actuated state that puts the differential in the locked position;

[0028] Figure 12 yes Figure 10 An enlarged cross-sectional view of the differential in the image shows the electronic actuation module in its initial state with the differential in the unlocked position.

[0029] Figure 13This is a cross-sectional view of a differential with an electronic actuation module according to the present invention, wherein the electronic actuation module is located on the other side of the differential.

[0030] Explanation of reference numerals in the attached figures:

[0031] 100. Differential; 101. First half; 102. Second half; 103A. First side gear;

[0032] 103A1. Gear; 103B. Second side gear; 104A. First pinion;

[0033] 104B. Second pinion; 105. Pinion shaft; 200. Electronic actuation module; 201. Stator; 202. Cam plate; 202A. Initial part; 202B. Ejector part; 203. Stop ring;

[0034] 204. Trigger; 205. Push rod; 206. Locking plate;

[0035] 206A. Lug; 206B. Anti-rotation retaining tooth; 207. Bias spring;

[0036] A1. First axis of rotation; A2. Second axis of rotation. Detailed Implementation

[0037] A schematic embodiment of the differential with an electronically actuated module disclosed in this utility model will now be described in detail with reference to the accompanying drawings. Although the drawings are provided to illustrate some embodiments of this utility model, the drawings are not necessarily drawn to the dimensions of the specific embodiments, and certain features may be enlarged, removed, or partially cut to better illustrate and explain the disclosure of this utility model. Some components in the drawings may be repositioned according to actual needs without affecting the technical effect. The phrase "in the drawings" or similar expressions appearing in the specification do not necessarily refer to all drawings or examples.

[0038] Certain directional terms used in the description of the accompanying drawings below, such as “inner,” “outer,” “above,” “below,” and other directional terms, will be understood to have their normal meaning and refer to those directions as normally viewed in the accompanying drawings. Unless otherwise specified, the directional terms used in this specification are generally in accordance with the conventional directions understood by those skilled in the art.

[0039] The terms “first,” “first,” “second,” “second,” and similar terms used in this utility model do not indicate any order, quantity, or importance, but are used to distinguish one component from other components.

[0040] To provide a better understanding of the purpose, structure, features, and functions of this utility model, detailed descriptions are provided below with reference to the embodiments.

[0041] Knownly, the powertrain of a road or off-road vehicle includes a prime mover 6, such as an internal combustion engine or an electric motor, a driveshaft connected to the prime mover, and an axle assembly. The driveshaft is connected, for example, via a transmission (not shown) to rotatably drive left and right axles within an axle housing. The axle assembly includes an axle housing, a differential 100 supported within the axle housing, and axles respectively connected to a first drive wheel located on, for example, the left side, and a second drive wheel located on the right side. A gear set disposed within the housing of the differential 100 transmits rotational power from the housing of the differential 100 to the axles and optionally allows relative rotation between the left and right axles.

[0042] See below Figures 1 to 9 An example of the present invention, including a differential 100 and an electronic actuation module 200, is described below.

[0043] Differential

[0044] like Figures 1 to 3 As shown, the differential 100 included in this utility model has a first rotation axis A1 defined by the differential 100. Figure 1 (horizontal direction) and second rotation axis A2 ( Figure 1 The differential housing is located in the gear chamber (vertical direction) within the gear compartment. Figure 1 In the illustrated example, the differential housing is designed as a single-piece structure. More specifically, the single-piece housing design of this differential 100 includes components located at... Figure 1 The left-hand first half 101 and the second half 102 having an external gear (not shown) for attaching to receive rotational power from a prime mover are integrally formed, for example by casting. Figure 1 As shown, the housing has a sufficiently large clearance at the junction of the first half 101 and the second half 102 to allow for the assembly of components such as the first side gear 103A and the second side gear 103B, the first pinion 104A and the second pinion 104B, and the pinion shaft 105 of the differential 100, as mentioned below. Furthermore, in Figure 1 In the embodiment shown, an electronic actuation module 200, including a stator 201 and a locking plate 206, is attached to the second half 102. Of course, it can also be as follows... Figure 13 As shown, an electronic actuation module 200, including a stator 201 and a locking plate 206, is attached to the first half 101.

[0045] During normal operation, the first half 101 and the second half 102 of the differential 100 rotate about a first axis of rotation A1 within the wheel axle housing of the vehicle. A first side gear 103A is disposed inside the second half 102 of the differential 100 for selectively rotating about the first axis of rotation A1 relative to the housing of the differential 100 to drive the right half axle. Simultaneously, a second side gear 103B is disposed inside the first half 101 of the differential 100, opposite the second half 102, for selectively rotating about the first axis of rotation A1 relative to the housing of the differential 100 to drive the left half axle.

[0046] Furthermore, such as Figure 1 As shown, in an example of the differential 100 of this invention, a pinion shaft 105 is also provided perpendicularly to the first rotation axis A1 of the differential 100 and defines a second rotation axis A2. This pinion shaft supports the first pinion 104A and the second pinion 104B sandwiched between the first side gear 103A and the second side gear 103B, for rotation of the first pinion 104A and the second pinion 104B about the second rotation axis A2 with respect to the pinion shaft 105. Due to this design, compared to existing differentials, this significantly reduces the number of parts and the weight of the differential while ensuring that the differential function of the differential 100 remains unchanged, which is advantageous for lightweight vehicle design.

[0047] With this design, the differential 100 prevents speed or differential speed differences between the left and right half-shafts or between the first side gear 103A and the second side gear 103B during straight-line travel. Therefore, the first pinion 104A and the second pinion 104B do not rotate relative to the pinion shaft 105. Consequently, the first side gear 103A and the second side gear 103B, as well as the first pinion 104A and the second pinion 104B, all rotate together around the first rotation axis A1 as a single unit.

[0048] When the vehicle steers or slips on one side (e.g., on ice or stuck in mud), the first side gear 103A and the second side gear 103B can rotate at different rates because they can abut against the first pinion 104A and the second pinion 104B. If a locking state is desired, the differential rotation of the first side gear 103A or the second side gear 103B can be locked by preventing at least one of the first side gear 103A and the second side gear 103B from rotating at a rate different from the rotation rate of the differential 100 housing. In the example shown below, when the differential 100 is in the locked position, the rotation of the first side gear 103A relative to the second half 102 in the differential 100 housing is locked.

[0049] Electronic actuation module

[0050] The following will combine Figures 1 to 9 The specific structure of the electronic actuation module 200 in this utility model is shown.

[0051] Specifically, such as Figure 1 As shown, the differential 100 includes a stator 201 disposed at the outer end of the second half 102. An electromagnetic coil (not shown), electrically connected to a trigger 204, is held in an annular coil cavity defined by the stator 201. The electromagnetic coil can be securely attached to the stator 201 by, for example, adhesive or fasteners. The stator 201 is formed of a ferromagnetic material. The second half 102 is rotatable relative to the stator 201 about a first axis of rotation A1. To prevent displacement of the stator 201 along the first axis of rotation A1, a stop ring 203 is arranged on the outer side of the stator 201 to hold it in a set position relative to the second half 102.

[0052] Next, refer to Figures 4 to 9 (especially) Figures 7 to 9 ),exist Figures 7 to 9 In this configuration, the differential 100 has a locking plate 206, designed as an annular ring, arranged adjacent to the first side gear 103A. Here, the first side gear 103A has a plurality of spaced-apart teeth 103A1 defined on its back side facing the locking plate 206, wherein spaced-apart grooves are defined between these teeth 103A1. Correspondingly, as... Figure 5 and 6 As shown, the locking plate 206 includes a plurality of anti-rotation locking teeth 206B that are spaced apart from each other and complementary to a plurality of tooth grooves in the first side gear 103A, defining a side facing the first side gear 103A.

[0053] With this design, by translating the locking plate 206 along the first axis of rotation A1 from its disengaged position away from the first side gear 103A to its engaged position adjacent to the first side gear 103A, the anti-rotation teeth 206B can selectively engage with a plurality of complementary tooth grooves in the first side gear 103A to prevent rotation. Furthermore, the locking plate 206 has a plurality of lugs 206A defined on its outer peripheral surface. Each lug 206A is used to slide in a corresponding complementary slot (not shown) defined in the second half 102 to guide the translation of the locking plate 206 between the engaged and disengaged positions. Simultaneously, the engagement of the plurality of lugs 206A in the corresponding complementary slots also prevents the locking plate 206 from rotating relative to the second half 102. Figure 7 and Figure 8 The image details a bias spring 207 positioned between the first side gear 103A and the locking plate 206, which is directed towards... Figure 5and Figure 6 The disengagement position offset locking plate 206 is shown in the figure.

[0054] To overcome the effect of the bias spring 207, the locking plate 206 is actuated from the disengaged position to the engaged position, such as... Figures 7 to 9 The depicted portion also includes a cam plate 202 arranged adjacent to the stator 201 and a plurality of push rods 205 sandwiched between the cam plate 202 and the locking plate 206. The locking plate 206 defines a number of attachment holes equal to the number of push rods 205. Preferably, these attachment holes are centrally located on a radial line at a predetermined radius passing through the center of the respective lug 206A from the first axis of rotation A1, and each push rod 205 is held in a corresponding attachment hole. As a possible example, the locking plate 206 is designed to have fourteen lugs 206A, and the number of push rods 205 is three.

[0055] Meanwhile, the cam plate 202 may have a ramp track facing the push rod 205 and a clutch surface located on the opposite side, wherein the ramp track has different heights along the direction of the first rotation axis A1: an initial portion 202A with a lower height and an ejection portion 202B with a higher height (see...). Figure 11 and Figure 12 During normal, straight-line vehicle operation, the cam plate 202 rotates together with the push rod 205 and the second half 102, at which point one end of the push rod 205 acts on the initial portion of the ramp track of the cam plate 202. When it is necessary to lock the first side gear 103A, the cam plate 202 rotates relative to the second half 102 in response to the action of the stator 201 described below, causing one end of the push rod 205 to rotate from the initial portion 202A of the ramp track to the ejection portion 202B with a higher height. As a result, the ramp track of the push rod 205 is configured to push the push rod 205 forward a certain distance along the direction of the first rotation axis A1 when the cam plate 202 rotates relative to it. That is, the rotation of the cam plate 202 relative to the second half 102 can axially move the push rod 205, thereby ultimately locking the first side gear 103A in the differential 100.

[0056] like Figures 7 to 9As shown, the engagement surface of the cam plate 202 is positioned close to the stator 201, which is electrically connected to the trigger 204. The stator 201 can be energized and de-energized in response to an electronic signal from the trigger 204. When the stator 201 is energized in response to the electronic signal, it can generate an electromagnetic field that attracts the engagement surface of the cam plate 202 towards the stator 201, creating a hysteresis force that reduces the rotation of the cam plate 202 relative to the second half 102. This causes a relative rotation between the cam plate 202 and the second half 102, resulting in the push rod 205 changing from its initial part 202A, which was originally abutting against the ramp track of the cam plate 202, to abutting against the ejector part 202B. As a result, as described above, the cam plate 202 actuates the push rod 205 to overcome the bias spring 207 and actuates the locking plate 206 from the disengaged position to the engaged position, thereby locking the rotation of the first side gear 103A relative to the second half 102 in the housing of the differential 100.

[0057] Preferably, since the ramp track and clutch surface of the cam plate 202 provide different functions, the ramp track and clutch surface can be made of different materials. That is, the ramp track can be made of a material selected from highly durable materials, while the clutch surface can be made of a material selected from materials with excellent hysteresis properties. Preferably, the ramp track portion of the cam plate 202 can be made of durable sintered hardening metal alloy powder, such as a high-carbon metal alloy, like FLN2-4408 or FLC-4908. The clutch surface portion can be made of a high-density magnetic alloy. In one aspect, the high-density magnetic alloy can contain little or no carbon, such as less than 0.2% carbon content. Using a sintered hardening alloy on the ramp track has proven to eliminate the need to place the cam plate 202 in a carbon-rich environment for hardening, thus avoiding the problem of additional carbon being incorporated into the clutch surface during the hardening process and reducing its magnetic properties.

[0058] Operation of differential with electronic actuator module

[0059] Next reference Figures 10 to 12 The operation of the differential 100 with electronic actuation module 200 according to the present invention will be described.

[0060] like Figure 10 As shown, the stator 201 can be selectively magnetically actuated by activating the electromagnetic coil to axially translate the cam plate 202 a certain distance. When the electromagnetic coil in the stator 201 is not energized, due to the action of the bias spring 207, the engagement surface of the cam plate 202 is at its initial position closest to the stator 201, and at this time, the push rod 205 abuts against the initial part 202A in the inclined track of the cam plate 202, as shown. Figure 12As shown. Specifically, at this time, the push rod 205 is retracted relative to the second half 102, and the locking plate 206 is either not engaged with the first side gear 103A or separated by a certain gap. As a result, the first side gear 103A is not locked relative to the second half 102.

[0061] Now turn to Figure 11 When the stator 201 is energized in response to an electronic signal from the trigger 204, it generates an electromagnetic field to reduce the rotation of the cam plate 202 relative to the second half 102. This causes the cam plate 202 to rotate from the second half 102. Figure 12 The position shown in the figure is rotated relative to the second half 102. Figure 11 The position shown is where the push rod 205 abuts against the ejector portion 202B in the ramp track of the cam plate 202. As a result, as described above, the cam plate 202 actuates the push rod 205 against the bias spring 207 to actuate the locking plate 206 from the disengaged position to the engaged position, thereby locking the rotation of the first side gear 103A relative to the second half 102 in the housing of the differential 100.

[0062] Preferably, in this invention, the axial travel that occurs during magnetic actuation of the stator 201 along the first rotation axis A1 can be set by utilizing the height difference between the initial portion 202A and the ejector portion 202B. It is feasible that the axial travel can be in the range of approximately 1 mm to approximately 12 mm. The axial travel can be sized to move the anti-rotation tooth 206B of the locking plate 206 from complete disengagement from the tooth 103A1 in the first side gear 103A to complete engagement between the anti-rotation tooth 206B and the tooth 103A1. Specifically, when the anti-rotation tooth 206B and the tooth 103A1 are completely disengaged, there is no contact between the anti-rotation tooth 206B and the tooth 103A1.

[0063] Preferably, an electrical switch for controlling the operating timing of the trigger 204 can be installed on the vehicle to selectively close the circuit and thus provide power to the electromagnetic coil. Preferably, the electrical switch can be a low-current switch that controls a relay or transistor that directly controls the power passing through the electromagnetic coil.

[0064] Given that the electronic actuation module 200 according to this utility model can function independently of the differential 100 itself, the electronic actuation module 200 can not only... Figures 1 to 12 The second half 102, arranged in the differential 100 as described above, can also be... Figure 13The first half 101 arranged in the differential 100 as shown in the figure allows the differential 100 of the present invention to selectively lock the right axle or the left axle independently of the rotation of the vehicle's drivetrain, and to keep the right axle or the left axle locked independently of the vehicle's direction.

[0065] The electronic actuation module 200 of this utility model has the advantages of versatility and good adaptability. This allows manufacturers to selectively arrange the electronic actuation module 200 in either the first half 101 or the second half 102 of the differential 100 according to the personalized needs of customers or the laws and regulations of different regions, without affecting the structural compactness and lightweight design of the differential 100 while ensuring reliable locking function.

[0066] It should be understood that although this specification describes various embodiments, not every embodiment contains only one independent technical solution. This way of describing the specification is only for clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other implementation methods that can be understood by those skilled in the art.

[0067] The above description is merely an illustrative embodiment of this utility model and is not intended to limit the scope of this utility model. Any equivalent changes, modifications, and combinations made by those skilled in the art without departing from the concept and principles of this utility model should fall within the protection scope of this utility model.

Claims

1. A differential with an electronic actuation module, characterized in that, The differential includes: A single-piece housing defined by a first axis of rotation, wherein the housing comprises an integrally formed first half and a second half; A first side gear is disposed within the first half and is designed to rotate about a first rotation axis relative to the first half. The second side gear is disposed within the second half and is designed to rotate about the first rotation axis relative to the second half; The pinion shaft defines a second axis of rotation, wherein the second axis of rotation is perpendicular to the first axis of rotation; and A first pinion and a second pinion are located at both ends of the pinion shaft, wherein the first pinion and the second pinion are sandwiched between a first side gear and a second side gear and rotate about a second rotation axis to achieve a differential speed between the first side gear and the second side gear; and An electronic actuation module mounted to either the first half or the second half of the housing, comprising: A stator with a fixed electromagnetic coil installed; The locking plate is designed to switch between an engaged position, in response to the action of the electromagnetic coils inside the stator, and a disengaged position, in response to the action of the electromagnetic coils inside the stator. A cam plate having a ramp track toward the locking plate, wherein the ramp track has an initial portion and an ejection portion of different heights along a first axis of rotation; Multiple push rods, one end of which is operatively connected to the locking plate and the other end of which selectively abuts against the initial or ejector portion of the cam plate to switch the differential between a locked and unlocked state.

2. The differential with electronic actuation module as described in claim 1, characterized in that, Also includes: Multiple locking teeth are defined on the back of the first side gear or the second side gear, wherein multiple tooth grooves are defined between these locking teeth and spaced apart from each other; Anti-rotation teeth are defined on the surface of the locking plate facing the first side gear or the second side gear, wherein when the locking plate is moved from the disengaged position to the engaged position along the first rotation axis, the anti-rotation teeth can selectively engage with the plurality of tooth slots. A biasing spring is disposed between the first side gear or the second side gear and the locking plate to bias the locking plate toward the disengaged position; and A plurality of lugs are defined on the outer peripheral surface of the locking plate, wherein each lug slides in a corresponding complementary slot defined in the housing of the differential to guide the displacement of the locking plate between the engaged position and the disengaged position and to prevent the locking plate from rotating relative to the housing of the differential.

3. The differential with electronic actuation module as described in claim 2, characterized in that, The locking plate has at least eight lugs and the number of push rods is at least three.

4. The differential with electronic actuation module as described in claim 1, characterized in that, The height difference between the initial and jacking portions of the ramp track defines the travel of the locking plate along the first axis of rotation, wherein the travel ranges from 1 mm to 12 mm.

5. The differential with electronic actuation module as described in claim 1, characterized in that, The cam plate also includes a clutch surface arranged opposite to the ramp track, wherein the clutch surface is made of a hysteresis material and is formed as a single piece with the ramp track.

6. The differential with electronic actuation module as described in claim 1, characterized in that, The electronic actuation module is mounted to the second half and held in place relative to the second half along the first rotation axis via a stop ring.

7. The differential with electronic actuation module as described in claim 1, characterized in that, The electronic actuation module is mounted to the first half and held in place relative to the first half along the first rotation axis via a stop ring.

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