Differential bevel gear, bevel gear differential and method for forming a differential bevel gear

Abstract

A differential bevel gear (100), particularly for a bevel gear differential in a vehicle, is presented, comprising a conical toothed section on which an external toothing with a plurality of teeth is formed, wherein the teeth of the differential bevel gear have a head height factor of at least 1.1. Furthermore, a corresponding bevel gear differential for a vehicle is presented, comprising a differential bevel gear configured as a compensating bevel gear according to one of the preceding claims with an external toothing, wherein the teeth of the compensating bevel gear have a head height factor of at least 1.1, and a differential bevel gear configured as an axle shaft gear meshing with the compensating bevel gear according to one of the preceding claims, wherein the teeth of the axle shaft gear have a head height factor of at least 1.2, wherein the total overlap of the compensating bevel gear and the axle shaft gear is in the range of 1.5 to 2.0.Furthermore, a manufacturing process for a differential bevel gear is presented.

Description

Technical area

[0001] The present invention relates to a differential bevel gear, a bevel gear differential with at least two differential bevel gears, and a method for manufacturing a differential bevel gear. In particular, the tooth geometry is optimized to improve the load-bearing capacity and performance of the differential bevel gear. State of the art

[0002] A variety of gear drives exist in mechanical engineering. In particular, there are spur gear drives and bevel gear drives. What gear drives have in common is that two gears rotate about a respective axis of rotation, with the gears being in contact via their teeth with tooth flanks through which the gears interact. Each tooth of the gear is in operative contact with a tooth of the other gear for only part of the rotation of the corresponding gear. Bevel gear drives have a considerably more complex rolling geometry than spur gear drives. Bevel gear drives are generally characterized by two intersecting axes of rotation (an exception to this is hypoid bevel gears, for example). The two contact points of a contact point pair in a bevel gear drive, as in a spur gear drive, each describe a circle, but in a bevel gear drive they do not lie in a common plane.However, the constant (and equal) distance between the two contact points and the intersection of the two rotational axes means that the two circles lie on a common spherical surface. Thus, analogous to spur gears, the rolling action can be considered independent of the tooth width on this spherical surface.

[0003] Differential bevel gears are critical components in many applications, such as the automotive and aerospace industries. The efficiency and reliability of a differential bevel gear depend on many factors, including the geometry of the teeth, the addendum factor, and the contact ratio.

[0004] The addendum factor is an important parameter when calculating the tooth form of gears. It is defined as the ratio of the addendum of the teeth to the gear pitch. A large addendum results in a greater gear load-bearing capacity, but also in higher loads and wear on the teeth. A typical addendum for differential bevel gears is approximately 0.3 to 0.5 of the pitch. The addendum factor is also used for this purpose. The addendum is set in relation to the module. Typical values ​​are around 0.9 to 1.0. Another important parameter in the design of differential bevel gears is the contact ratio. This describes the degree of spatial overlap between the tooth flanks of two gears used in a differential gear. A higher contact ratio leads to better load distribution and increased load-bearing capacity, but can also lead to higher friction losses and increased noise.The latter is indirectly related, and attempts are usually made to increase the contact ratio to make the gear more robust against noise. The optimal contact ratio depends on various factors, including tooth geometry and operating conditions.

[0005] EP 2 484 474 A1 discloses a method for determining geometric data of a first bevel gear of a bevel gear transmission and a bevel gear transmission comprising a first and a second bevel gear. EP 2 580 493 B1 discloses a load-capacity-optimized bevel gear toothing. Description of the invention

[0006] The object of the present invention is to provide an innovative tooth geometry of the generic type that is improved or at least represents an alternative embodiment to increase the performance and reliability of differential bevel gears. The presented technology can be used in a variety of applications involving differential bevel gears. In particular, the additional challenges of electric vehicles, for example, through recuperation, are to be addressed.

[0007] The problem is solved by the subject matter of the independent claims. Advantageous developments of the invention are specified in the dependent claims, the description, and the accompanying figures. In particular, the independent claims of one claim category can also be developed analogously to the dependent claims of another claim category.

[0008] A differential bevel gear according to the invention has a conical toothing section. External teeth with a plurality of teeth are formed on the toothing section. The teeth have a tip height factor of at least 1.1. In particular, the differential bevel gear is intended for a bevel gear differential in a vehicle.

[0009] The differential bevel gear can generally be referred to as a bevel gear. The axes of the differential bevel gear are not parallel, but intersect. The intersection angle can be 90°. The basic shape is a truncated cone whose outer surface is toothed. In other words, a large number of teeth are formed on the outer surface, the extension of which can be referred to as the toothing section. The toothing section is arranged on the outer surface. In two paired differential bevel gears, their tips (i.e., tips of the imaginary cone) coincide. The teeth can run straight in the direction of the surface lines. The differential bevel gear can have spur teeth, i.e., the flank lines of the face gear teeth are straight lines that pass through the face gear center. Thus, the differential bevel gear can also be referred to as a spur bevel gear. The differential bevel gear can have octoid teeth.In contrast to the involute, which describes the tooth height profile of spur gears, the octoid is not the tooth height profile of a bevel gear. Rather, its line of contact represents a portion of an octoid (which, over its entire length, appears as an 8-shaped curve on an imaginary spherical surface). The tooth height profile of the differential bevel gear is based on a 1st or 2nd order octoid or a spherical involute. The term "octoid" is derived from the shape of the line of contact E on the spherical surface of the bevel gear pair, which represents an 8-shaped curve (octoid).

[0010] This leads to a targeted improvement in flank safety and profile contact through previously unconventional gearing parameters. This enables longer mileage at higher torques, improved recuperation, and a generally longer service life, particularly for e-mobility vehicles.

[0011] The head height factor can be at least 1.15. In particular, the head height factor can be at least 1.20 or, in particular, 1.25. The head height factor can be a maximum of 1.9. The head height factor can be in a range between 1.1 and 1.9. The maximum value of the head height factor can be, in particular, 1.6. In particular, the maximum head height factor can be 1.5 or, in particular, 1.4. In one embodiment, the head height factor can be in a range between 1.20 or, in particular, 1.25 as a lower value and 1.5 or, in particular, 1.4.

[0012] The differential bevel gear can have a pressure angle in a range between 17° and 24°. In particular, the differential bevel gear can have a pressure angle of at least 19°, in particular 21°, in particular 22°. The differential bevel gear can in particular have a pressure angle of a maximum of 23°. The pressure angle of the differential bevel gear can in particular be in a range between 22° and 23°.

[0013] The differential bevel gear can have a profile shift factor between 0.1 and 0.3. In particular, the differential bevel gear can have a profile shift factor between 0.15 and 0.3, particularly between 0.19 and 0.3. In one embodiment, the differential bevel gear can have a profile shift factor, in particular, between 0.195 and 0.25.

[0014] The differential bevel gear may have a root height factor in a range of 1.1 to 2.0, in particular wherein the root height factor is greater than the addendum height factor.

[0015] The differential bevel gear can be manufactured in a forming process, in particular without subsequent machining of the gearing. As explained in more detail below, the differential bevel gear can be manufactured in a hot forming process and / or a semi-hot forming process and / or a cold forming process.

[0016] The spherical involute of the tooth height profile can be modified in the profile and / or width direction.

[0017] A bevel gear differential according to the invention for a vehicle comprises a differential bevel gear configured as a differential bevel gear and a differential bevel gear configured as an axle shaft gear meshing with the differential bevel gear. The total engagement of the differential bevel gear and the axle shaft gear is in a range of 1.5 to 2.0. The differential bevel gear and the axle shaft gear are each a differential bevel gear according to a variant of a previously described differential bevel gear. The differential bevel gear has external teeth whose teeth have an addendum factor of at least 1.1. The teeth of the axle shaft gear have an addendum factor of at least 1.2, in particular at least 1.25.

[0018] A bevel gear differential can be understood as a bevel gear differential, a bevel gear, a differential gear (or differential gear), a differential, or simply a differential (or differential), or a bevel gear roller gear, meaning the teeth roll and slide. The differential bevel gear can also be called a differential gear. The axle gear can also be called a bevel gear. The bevel gear differential can be coupled to one input and two outputs (transfer case). A bevel gear differential can have a differential cage, inside which two, three, or four differential bevel gears can be mounted. The axle gears of the driven axles can be in contact with these.

[0019] The first differential bevel gear may have a number of first teeth and rotate at a first speed about a first axis of rotation during operation, while the second differential bevel gear may have a number of second teeth and rotate at a second speed about a second axis of rotation during operation. The two axes of rotation intersect at an axis intersection point, forming an intersection angle, and the two differential bevel gears interact via first tooth flanks of the first teeth and second tooth flanks of the second teeth.

[0020] The bevel gear differential can have at least four differential bevel gears. Inside a planetary gear carrier (also called a cage or cage), the bevel gear differential can be constructed symmetrically: A differential bevel gear connected to each of the driven shafts can be arranged opposite each other. Around the circumference, the cage can have several differential bevel gears (usually two) meshing with the driven differential bevel gears.

[0021] If the bevel gear differential is used on a driven axle of a motor vehicle, it can be referred to as an axle differential. It can ensure that the speeds between the two wheels are equalized. When driving straight, the two smaller gears in the gap between the axles do not rotate, but rotate with the larger gear, so their effect is neutral. When cornering, however, they rotate in opposite directions on their axes, so that the wheel on the outer radius is driven slightly faster and the other slightly slower. For vehicles with all wheels driven (all-wheel drive), additional transfer cases are required: initially one axle differential for each additional driven axle, as well as center or longitudinal differentials to distribute the engine drive across multiple axles. A four-wheel drive vehicle has two axle differentials and one center differential.

[0022] The total engagement of the differential bevel gear and the axle shaft gear can be in a range from 1.6 to 1.9, in particular greater than 1.65.

[0023] The total engagement ratio of the differential bevel gear and the axle shaft gear under load can be in a range of 1.55 to 1.9, in particular greater than 1.65. The total engagement ratio of the differential bevel gear and the axle shaft gear under load can be in a range of 1.6 to 1.9, in particular greater than 1.7.

[0024] The differential bevel gear can have a profile shift factor between 0.1 and 0.3, in particular between 0.15 and 0.3, in particular between 0.19 and 0.3, in particular a profile shift factor between 0.195 and 0.25. Additionally, the axle shaft gear can have a negative profile shift factor.

[0025] A method for producing a differential bevel gear, in particular for a bevel gear differential in a vehicle, can comprise at least one step of providing, one step of heating, one step of forging, and one step of cooling. In the step of providing, a blank is provided. The blank can in particular be a section of a round material. In the heating step, the blank is heated to a temperature between 650°C and 1250°C, in particular inductively. In the forging step, the heated blank is formed into a differential bevel gear according to a variant described above.The solid-formed differential bevel gear, particularly intended for a bevel gear differential in a vehicle, has a conical toothing section on which an external toothing with a plurality of teeth is formed, wherein the teeth of the differential bevel gear have a tip height factor of at least 1.1. In the cooling step, the differential bevel gear is cooled.

[0026] Bulk forming is a forming process in which a 3-dimensional material flow occurs and different wall thicknesses can be realized in the component. Bulk forming can particularly be understood to mean die forming. Bulk forming can in particular be hot forming and, additionally or alternatively, semi-hot forming (at 700°C - 980°C, in particular 750°C - 950°C) and, additionally or alternatively, cold forming. For example, hot forming can be combined with semi-hot forming or cold forming. Alternatively, in one embodiment, the bulk forming step can exclusively comprise semi-hot forming. The bulk forming step can take place on a multi-stage press. Bulk forming can be understood to mean extrusion, and thus a special type of bulk forming without burrs.Cold extrusion is a process in which the workpiece is at approximately room temperature before the forming process begins, i.e. it is not heated before the forming process.

[0027] During the heating step, the blank can be heated to a temperature below 1000 °C, in particular below 980 °C, in particular below 950 °C. The bulk forming step can be carried out below recrystallization. Especially with steel, the bulk forming step can be carried out below the austenite transformation temperature.

[0028] During the cooling step, the differential bevel gear can be cooled in a controlled manner, particularly in an air stream. Alternatively, the differential bevel gear can be quenched from the forging heat.

[0029] The differential bevel gear can be shot blasted after the bulk forming step, particularly with shot blast grit. Additionally or alternatively, the bulk forming step (or the shot blast step) can be followed by a further forming step in which the differential bevel gear is calibrated. The further forming step can be a cold forming step. Short character description

[0030] The inventive concept will be described in more detail below with reference to the figures. However, the following description should be considered purely exemplary. The invention is defined solely by the subject matter of the claims. Advantageous embodiments of the invention are explained below with reference to the accompanying figures. The same reference numerals are used for identical or equivalent elements. Furthermore, for the sake of easier readability and assignment, reference numerals are also used for features that are not shown in the described figure. Also, in similar figures, not all reference numerals are always shown if these features are already clearly identified in the preceding figures. They show: Fig. 1 a spatial view of a bevel gear differential with two differential bevel gears according to an embodiment of the present invention; Fig. 2 is a side view of a bevel gear differential according to an embodiment of the present invention; Fig. 3 is a schematic sectional view of a differential bevel gear according to an embodiment of the present invention; Fig. 4 shows a section of a schematic sectional view of two meshing differential bevel gears according to an embodiment of the present invention; Fig. 5 is a perspective view of a bevel gear differential according to an embodiment of the present invention; Fig. 6 is a perspective view of a differential bevel gear according to an embodiment of the present invention; Fig. 7 is a spherical section of a bevel gear differential according to an embodiment of the present invention; Fig. 8 is a schematic representation of a vehicle with a bevel gear differential according to an embodiment of the present invention; and Fig. 9 a flowchart of an inventive method according to an embodiment of the present invention. Detailed description of the figures and description of the invention

[0031] Previously, the addendum factor of the axle gear was used at a value of less than 1.0 with a simultaneous pressure angle of 24° - 26°. These parameters were chosen to ensure production by forging, to optimize tooth root safety, and to prevent the tip of the axle gear from engaging below the base circle of the differential gear. The shift in mobility towards electrified drives makes it necessary to optimize flank safety. In line with this, it is desirable to achieve the greatest possible profile overlap with the design. To achieve this, the addendum factor of the axle gear was significantly increased and the pressure angle reduced. By combining these factors in a previously unused range, it was possible to significantly increase the durability of the bevel gears, while the component can still be manufactured by forming.In addition, further optimization measures are implemented to minimize the actual pressures and loads. This includes targeted design optimization of the tooth root and the reduction of flank pressures through the optimized application of necessary modifications.

[0032] Fig. 1 shows a three-dimensional view of a bevel gear differential 100 with two differential bevel gears 102. The differential bevel gears 102 of the bevel gear differential 100 are equivalent in various respects. To distinguish between the two differential bevel gears 102, the first differential bevel gear 102 is referred to as the differential bevel gear 104 and the second differential bevel gear 102 is referred to as the axle shaft gear 106. The first differential bevel gear 102 is therefore a differential bevel gear 104 and the second differential bevel gear is a axle shaft gear 106. The bevel gear differential 100 is a bevel gear transmission whose differential bevel gears 102 each rotate about their own rotational axes R 104 , R 106 rotate. The two rotation axes R 104 , R 106 intersect at a common intersection point 112. In the Fig. In the embodiment shown in Figure 1, the two rotation axes R 104 , R 106at an intersection angle α of 90°. Both differential bevel gears 102 have a plurality of teeth 108 with tooth flanks 110. The differential bevel gears 102 interact with each other via the tooth flanks 110, or in other words, the differential bevel gears 102 transmit the provided torque. Each individual tooth 108 of the two differential bevel gears 102 is in operative contact with a tooth 108 of the other differential bevel gear 102 via the respective tooth flanks 110 only during a portion of the rotation of the corresponding differential bevel gear 102. This is also clearly shown in the schematic representations in Fig. 5 and Fig. 7. The movement of the two contact points of a contact point pair of the two meshing differential bevel gears 102 each describes a circle. The two circles do not lie in a plane but rather on a sphere, since the two contact points are at an equal and constant distance from the intersection point 112. Thus, the rolling of the two differential bevel gears 102 on this sphere can be observed. This is sometimes referred to as a spherical intersection.

[0033] The differential bevel gears 102 have a frustoconical basic shape. A truncated cone is a rotating body based on a circular cone, with the circular cone truncated parallel to the base surface 116. Thus, the truncated cone has two circular surfaces and a peripheral surface 114. The larger circular surface is referred to below as the base surface 116, and the smaller of the two circular surfaces is referred to as the cover surface 118. A toothed section 120 is formed on the peripheral surface 114. Thus, the differential bevel gears 102 have external teeth 122.

[0034] The differential bevel gear 104 has in the Fig. 1 illustrated embodiment 10 teeth, the axle shaft gear 106 has in the in Fig. 1, the pinion gear 104 has 14 teeth. In embodiments not specifically shown, a number of teeth ≥ 9 for the differential bevel gear 104 and a number of teeth ≥ 13 for the side gear 106 are conceivable.

[0035] The two differential bevel gears 102 each have a head height factor of at least 1.1.

[0036] Fig. 2 shows a side view of the Fig. 1 shown bevel gear differential.

[0037] Fig. Figure 3 shows a schematic sectional view of a differential bevel gear 102 according to an embodiment of the present invention. The illustration shows the most important dimensions and their locations. These are the root circle 130 with the root circle diameter d f , the pitch circle 132 with the pitch circle diameter d, and the tip circle 134 with the tip circle diameter d a , whereby only half the diameter, i.e. the radius, is shown as an arrow from the center to the corresponding circle. The pitch circle is also called the pitch circle with the pitch circle diameter d w The tooth height h extends from the root circle to the tip circle, the tip height h afrom the pitch circle to the tip circle, the base height h f from the base circle to the pitch circle.

[0038] The pitch p is defined as the arc length on the pitch circle 132 between two identical points on the pitch circle 132 of two adjacent teeth 108. The pitch p is also referred to as the tooth pitch or circumferential pitch. The pitch p is thus the radian measure from tooth center to tooth center of consecutive teeth on a gear. The pitch p, via the circular number π, takes into account the ratio of circumference and diameter d on the pitch circle 132. The module m characterizes similar differential bevel gears and is usually specified in millimeters. The module m refers to the ratio of pitch circle diameter d to the number of teeth z. The product of module m and π is referred to as the pitch p. The pitch p is also the sum of the gap width e between two teeth 108 and the tooth thickness s - both measured on the pitch circle 132.

[0039] The head height factor h a * is defined as the ratio of head height h a of teeth 108 to pitch p of gear 102. Addition factor h a * is at least 1.1 in the illustrated embodiment. As already explained, the head height factor can be at least 1.2 or 1.25. Furthermore, the head height factor can be a maximum of 1.9, a maximum of 1.6, a maximum of 1.5, or a maximum of 1.4. In a particular embodiment, the head height factor can be in a range between 1.2 and 1.5 or in a range between 1.25 and 1.4.

[0040] The profile shift V for gears is usually specified by a profile shift factor x relative to the module m. For positive factors (x>0), the tool profile is shifted outward, and for negative factors (x<0), it is shifted inward (applies to external gears). A profile shift factor of, for example, x=+0.25 clearly means that the tool profile is shifted outward by 0.25 times the module. In general, both the root and tip circle radii increase by the amount of the profile shift.

[0041] Fig. 4 shows a section of a schematic sectional view of two meshing differential bevel gears 102. The tip clearance c can be clearly seen as the distance between the tip circle 134 of one differential bevel gear 102 and the root circle 130 of the other differential bevel gear 102.

[0042] The representation in Fig. 5 shows that in Fig. 1 and Fig. 2 already shown bevel gear differential 100, where, compared to Fig. 2 around the rotation axis R 106 the axle shaft gear 106 is shown rotated. Fig. 6 shows a differential bevel gear 104 as an example of a differential bevel gear 102. Fig. 7 shows a spherical section of the bevel gear differential 100.

[0043] Fig. 8 shows a schematic representation of a vehicle 800 with an engine 802, the rotational movement of which is transmitted via a bevel gear differential 100 to an axle 804 and thus to the wheels 806.

[0044] Fig.9 shows a flow diagram of a method for producing a differential bevel gear 102 by forming, in particular for a bevel gear differential 100 in a vehicle 800. The method comprises a step S1 of providing a blank. The blank can be, for example, a section of a round material. In a heating step S2, the blank is heated to a temperature between 650°C and 1250°C. The heating step S2 can be carried out inductively. In one exemplary embodiment, the two steps S1 and S2 can also be combined, so that a round material is heated and only then, for example, a section is sheared off from the heated round material, thus creating the blank to be provided.

[0045] In the subsequent step S3 of the massive forming, the blank is formed into a differential bevel gear 102, wherein teeth 108 of the differential bevel gear 102 have a head height factor of at least 1.1.

[0046] In a final step S4, the differential bevel gear 102 is cooled. List of reference symbols 100 bevel gear differential 102 differential bevel gear 104 differential bevel gear 106 axle shaft gear 108 tooth 110 tooth flank 112 Intersection 114 lateral surface 116 floor space 118 deck area 120 Gear section 122 external gearing 130 foot circle 132 pitch circle 134 head circle 800 vehicles 802 engine 804 Axis 806 wheels R 104 , R 106 axis of rotation α cutting angle c Head game d pitch circle diameter d a Tip circle diameter d b Base circle diameter d f Root circle diameter d wPitch circle diameter h tooth height h a Head height h f Foot height m module (in mm) p pitch (on the pitch circle) z Number of teeth x profile shift factor V = x * m profile shift h* a Head height factor S1- S4 process steps QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] EP 2 484 474 A1

[0005] EP 2 580 493 B1

[0005]

Claims

[1] Differential bevel gear (100), in particular for a bevel gear differential in a vehicle, with a conical toothed section on which an external toothing with a plurality of teeth is formed characterized by that the teeth of the differential bevel gear - have a head height factor of at least 1.

1. [2] Differential bevel gear (100) according to claim 1, wherein the addendum factor is at least 1.15, in particular at least 1.20, in particular at least 1.25 and / or the addendum factor is at most 1.9, in particular at most 1.6, in particular at most 1.5, in particular at most 1.

4. [3] Differential bevel gear (100) according to one of the preceding claims, wherein the differential bevel gear - has an engagement angle in a range between 17° and 24°, in particular at least 19°, in particular 21°, in particular 21°, in particular a maximum of 23°, in particular in a range between 22° and 23° and / or - has a profile shift factor between 0.1 and 0.3, in particular between 0.15 and 0.3, in particular between 0.19 and 0.3, in particular a profile shift factor between 0.195 and 0.25 and / or - has a foot height factor in a range of 1.1 to 2.0, in particular wherein the foot height factor is greater than the head height factor. [4] Differential bevel gear (100) according to one of the preceding claims, wherein the differential bevel gear is manufactured in a forming process, in particular without machining the teeth. [5] Differential bevel gear (100) according to one of the preceding claims, wherein the ball involute is modified in the profile and / or width direction. [6] Bevel gear differential for a vehicle, comprising - a differential bevel gear formed as a differential bevel gear according to one of the preceding claims with an external toothing, wherein the teeth of the differential bevel gear - have a head height factor of at least 1.1 and - a differential bevel gear meshing with the differential bevel gear and formed as an axle shaft gear according to one of the preceding claims, wherein the teeth of the axle shaft gear - have a head height factor of at least 1.2, in particular a head height factor of at least 1.25, - where the total overlap of the differential bevel gear and the axle shaft gear is in a range of 1.5 to 2.

0. [7] Bevel gear differential according to claim 6, wherein the total engagement of the differential bevel gear and the axle shaft gear is in a range of 1.6 to 1.9, in particular greater than 1.

65. [8] Bevel gear differential according to one of claims 6 to 7, wherein the total engagement of the differential bevel gear and the axle shaft gear under load is in a range of 1.6 to 1.9, in particular greater than 1.

7. [9] Bevel gear differential according to one of claims 6 to 8, wherein the differential bevel gear has a profile shift factor between 0.1 and 0.3, in particular between 0.15 and 0.3, in particular between 0.19 and 0.3, in particular a profile shift factor between 0.195 and 0.25 and / or the axle shaft gear has a negative profile shift factor. [10] Method for producing a differential bevel gear (100), in particular for a bevel gear differential in a vehicle, at least comprising the following steps: - Providing a blank, in particular as a section of a round material, - heating the blank to a temperature between 650 °C and 1250 °C, in particular where the heating is carried out inductively, - massive forming, in particular die forming, in particular hot forming and / or semi-hot forming and / or cold forming, in particular on a multi-stage press, of the blank to form a differential bevel gear according to one of claims 1 to 5, in particular for a bevel gear differential in a vehicle, with a conical toothing section on which an external toothing with a plurality of teeth is formed, wherein teeth of the differential bevel gear have a head height factor of at least 1.1, - Cooling of the differential bevel gear. [11] Method according to claim 10, wherein in the heating step the blank is heated to a temperature of less than 1000 °C, in particular less than 980 °C, in particular less than 950 °C, in particular that the massive forming step is carried out below the recrystallization and in the case of steel thus below the austenite transformation temperature. [12] Method according to one of claims 10 or 11, wherein in the cooling step the differential bevel gear is cooled in a controlled manner and / or quenched from the forging heat. [13] Method according to one of claims 10 to 12, wherein the differential bevel gear is blasted after the massive forming step, in particular with steel shot and / or a further forming step follows in which the differential bevel gear is calibrated.

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