Differential Gearings TRIZ Cases

Spring-assisted sliding gears and a friction device improve torque transfer and wheel speed control when one wheel loses adhesion.

Axial actuation inside the differential housing cuts width, friction, and assembly complexity while preserving torque transfer on low-grip surfaces.

Electric speed superposition replaces mechanical steering forces, enabling low-loss stepless control in wheel-based steered vehicles.

A shiftable pawl freewheel inside the differential gear enables optional axle drive with direct torque transfer, faster shifting, and less drag.

An integrated clutch ring and friction-member layout switches between 2WD and 4WD while limiting wheel slip to improve stability and power economy.

An integrated sliding sleeve enables selective wheel-shaft coupling in a compact differential module while reducing friction and mechanical losses.

A spline-guided sliding sleeve simplifies differential coupling, cuts friction points, and enables quick dog-clutch mode shifts.

Suspension position sensing guides LSD lock control to avoid constant cycling on rocky terrain, improving traction, steering, and durability.

By merging the input side gear with the interaxle bevel gear, this case cuts drive axle length, weight, and bearing count.

A combined disconnect and locker assembly shifts torsional load off the differential housing while enabling single-actuator engagement control.

Permanent magnets hold a differential locked after brief solenoid actuation, cutting battery drain and reducing mechanical binding.

A grounded differential case and planetary gear set let one drivetrain rotate opposite wheels for tight turns without multiple electric machines.

A rotating planet carrier improves hub reduction lubrication, lowers oil temperature, and simplifies brake maintenance without full disassembly.

An electromagnet axially actuates a clutch plate through ferrous housings and chamfered edges, enabling compact differential lock control.

When a locked axle enters a curve, the controller disengages the differential and brakes the outer wheel to avoid torque overload and oversizing.

Helical splines and friction plates mechanically vary differential locking force in acceleration and deceleration to improve yaw stability without electronics.

Direct motor-driven fork actuation switches ATV differential lock states without cable bending delays, improving response and driving safety.

An aligned pin hole lets the differential pin and shaft be removed without breaking the case, preserving strength and reuse.

Retreating corner portions keep cam surfaces in stable contact, preventing burr-driven thrust variation in differential limiting.

When drift mode is detected, the e-LSD boosts outer-wheel torque and sustains both-wheel slip to stabilize oversteer with less steering correction.

Applies unlocking and compensation torque through drivetrain components to release self-locking clutches without disturbing vehicle dynamics.

Pressure rings and friction members combine disconnection and limited-slip action to switch 2WD/4WD power and limit wheel speed difference.

A brake-clutch auxiliary differential selectively grounds or couples the wheel shaft to improve traction on loose ground without full axle lock.

A helical spline and friction plate layout varies differential limiting force during acceleration and deceleration without complex electronic control.

A single-casing transmission with differentials and selectable power take-offs distributes torque across 2 to 4 heavy-vehicle axles without redesign.

A shell recess and plunger-mounted detection lug replace a rotating target, cutting size, weight, and complexity in torque coupling actuation.

Case-formed protrusions lock spider legs in place without clips or rivets, cutting IAD assembly weight, cost, and assembly time.

A one-way clutch between the first clutch and rear propeller shaft prevents interlock while enabling precise front-rear torque distribution.

Knock-sensor vibration feedback delays differential lock engagement when wear risk is detected, reducing damage on changing terrain.

A grooved actuation ring and axial blocking member enable compact differential locking with lower wear and easier assembly.

A flywheel mass actuates a clutch by centrifugal force, varying differential lock to improve traction and high-speed stability without wheel brakes.

Locks differential motion instead of the wheels to hold lightweight vehicles stationary with less weight, lower complexity, and no power draw.

Hydraulic clutch actuation locks or unlocks the differential by steering angle and vehicle speed to improve traction and reduce wear.

A lever-controlled clutch varies differential torque mechanically to improve low-friction traction while reducing axle shaft wear and system complexity.

An armature-mounted sensor and anti-rotation layout detect locked or unlocked differential state accurately despite ring gear rotation.

A bi-directional overrunning clutch and pinion disconnect let axle wheels turn at different speeds, cutting slippage, wear, and steering effort.

A bi-directional overrunning clutch lets axle segments rotate independently in turns while maintaining torque transfer to reduce wheel slip and wear.

Coolant windows placed between adjacent planetary gear axes improve differential cooling and lubrication without enlarging the housing.

Real-time torque estimation and predictive clutch control help maintain body motion, wheel control, and vehicle stability during tire slip.

Rolling members on polygonal contact surfaces replace tooth locking to prevent axle jamming or slipping during steering and mode switching.

An actuator sleeve combines claw coupling and sliding toothing to add compact differential locking and separation with lower weight and complexity.

A one-way freewheel clutch avoids bound conditions from front-rear gear ratio mismatch while maintaining torque transfer through the interaxle differential.

A removable bearing support shifts closer to the drive pinion, creating room for larger pinions and wider gear ratios without added carrier size or weight.

Integrated spring assemblies bias and center clutch rollers to cut part count, simplify assembly, and prevent unintended torque transfer in neutral.

A clutch-controlled limited slip differential reduces torque imbalance at the steering axle to mitigate torque steer and improve vehicle control.

A stator-mounted secondary coil tracks armature inductance changes to detect locked and unlocked differential states without rotating sensor wear.

A disconnect clutch and cam-actuated friction section protect small EV motors during regeneration while preserving differential torque transfer.

A one-piece differential housing fits 8.8-inch components in a 9-inch rear axle layout to maintain alignment, reduce noise, and avoid leak paths.

Elastic side gear support maintains differential backlash under axial force, reducing hard-contact noise during high-speed 2WD driving.

A differential bolt supports the drive gear axially while it surrounds the housing, cutting assembly complexity, cost, and connection stress.

A traction-responsive locking differential shifts between free wheel speed and equal torque transfer to limit wheel spin and improve handling.

Dual abutment forces from a spring washer and gear meshing expand differential limiting while reducing wheel idling and preserving turning ability.

A sensing plate and position sensor convert push-rod displacement into reliable locked or unlocked feedback for an electronic locking differential.

Electromagnetic clutch actuation lets a vehicle differential disconnect or lock output shafts to manage torque loads without oversized parts.

A grooved pinion shaft fits the pinion pin and shifts torque transfer axially, cutting differential case diameter without losing torque capacity.

A spider-engaged annular thrust washer limits rotation, clears debris, and reduces differential housing and gear wear under high loads.

Using planetary spur gears instead of angle gears, this differential cuts axial size and weight while improving torque transmission reliability.

Different side gear diameters stagger pinion meshing in a limited-slip differential, reducing synchronized noise and stress.

External interference torque split module distributes drive torque via adjustable brake clamping forces, resolving standard differential stability limits.