Differential Gearings TRIZ Cases

Spherical contact surfaces and cross-shaft slot locking simplify differential assembly while preserving compact size, low weight, and torque stability.

Radial recesses with an interference fit lock the differential cross to the gear wheel, reducing wear while keeping assembly compact.

Dual one-way locking lets a drivetrain disconnect handle forward drive, reverse torque, and regeneration with less delay and noise.

Interference-fit cross arms lock into gear-wheel recesses to stop play and wear during torque transfer while keeping the differential compact.

Inclined ring-gear slots align pinion pins for lighter differential assembly, simpler assembly, and more uniform deflection with lower NVH.

An integrated piston-actuator bearing cuts race wear and seizure while speeding clutch closing in a differential lock assembly.

Radially overlapping fitted and clamped portions cut differential gear unit axial size while keeping the fastening structure practical.

Spider-engaging thrust washer features prevent rotation, reduce housing wear and friction, and let debris pass through the differential.

A radial retainer secures the actuator coil without fasteners, cutting assembly time, cost, and axial length in rotary power transmission units.

A clutch-actuated locking differential shifts between open and locked states to maintain equal wheel torque and reduce wheel spin on low-traction terrain.

Enlarged pinion tooth tips lower bore surface pressure and friction in differential assemblies using low-viscosity lubricants.

An electric actuator moves a locking collar to add full differential lock while clutch packs preserve limited slip, reducing noise and tire wear.

Protruding side gear wall portions position output shafts without an axle spacer, preserving oil flow and reducing wear during assembly.

A sensing plate and position sensor track axial lock movement in an electronic differential while limiting added detection complexity.

Integrated claws lock the ring gear to the differential carrier, cutting assembly weight, parts count, and centering complexity.

Stamped carrier plates replace cast or forged differential housings while preserving strength and adding an integrated locking mechanism for traction.

An integrated slip ring and actuator layout enables compact e-locker packaging while improving lock-state detection and axial force transfer.

A slip ring links the actuator and lock plate to transmit axial force while allowing rotation, improving differential packaging and wear reliability.

Concentric hollow shafts let one planetary gear connect four or more inputs, outputs, and brakes while enabling more shift stages in less space.

Controlled C, Si, Mg, and Mg/P composition improves weldability and strength while reducing weld cracking without preheating or heat treatment.

Translators and inclined semi-elliptical tracks replace a bulky central tube, preserving torque transfer while cutting differential diameter.

Radial tooth engagement and a coaxial sliding sleeve cut differential lock space while maintaining locking torque in vehicle gearboxes.

A tapered plunger nose and inclined front face boost magnetic force and cut response time for compact drivetrain clutch engagement.

One-way locking structures and annular pockets let a drivetrain disconnect reverse power while controlling regeneration and reducing torque delay, noise, and vibration.

Axially shifted face-spline clutch elements disconnect the axle from the motor to cut rotational losses while preserving torque transfer.

A spring nested inside the sliding sleeve cuts differential lock axial space while preserving strong torque transfer and tooth engagement.

Electromagnetic valve actuation replaces complex hydraulic or pneumatic differential locking to improve reliability and smooth wheel speed adjustment.

A press-fit retainer radially overlaps the actuator coil to replace multiple fasteners, cutting assembly cost and axial length.

A switching mechanism links two differential stages to add lock, parking, and zero-turn modes without extra drivetrain complexity.

An axially slidable clutch uses a shift fork and threaded shaft to selectively engage differential splines for precise power transmission control.

Planet shaft cutouts lock into the differential carrier pilot interface, removing snap rings to cut assembly cost, complexity, and maintenance.

Integrated ring-gear slots support the pinion pin to cut parts, weight, assembly time, and gear deflection that drives NVH.

Conical gear teeth create axial movement and friction locking in a spur gear differential, cutting extra locking parts, space, and post-processing.

Bolted clamping of a separately made helical ring gear simplifies differential housing assembly, avoids welding, and improves alignment.

Combining mechanical and electronic limited-slip clutches in one differential enables multi-mode traction control with less system complexity.

An actuator-controlled dog assembly selectively locks the ring gear and torque transfer assembly to improve traction without sacrificing steering.

A spring-loaded friction mechanism lets the ring gear limit excessive torque, reducing differential size and weight while protecting the casing.

A welded ring gear sleeve and lugged retainer plates reinforce failure-prone UTV differential internals without full replacement.

A bolt-patterned differential case adapts 8.8-inch components to a 9-inch axle housing while preserving axial alignment and reducing drivetrain noise.

Wheel-load feedback corrects clutch torque demand in an electronically controlled LSD, balancing traction and turning across changing vehicle loads.

A differential combines dual brake motor torque and uses speed and current feedback to avoid bulky torque sensors in compact wheel-hub brakes.

A single connection member secures the drive gear and differential pins, cutting assembly steps while maintaining strength and reducing case weight.

A pivot-mounted planet gear replaces wall-slot guidance to cut friction, simplify assembly, and extend modular differential life.

Worm gear torque conversion enables automatic axle locking and unlocking while cutting differential complexity, NVH, weight, and wear.

Selectable locking structures and an electromagnetic actuator enable reverse drive, regeneration control, and overrun disconnect with less torque delay and vibration.

A selectable pinion lock lets the differential corner freely yet send equal power to both wheels when traction drops.

A solenoid-driven rotor converts rotation into axial clutch motion, enabling compact torque transfer without separate clutch-state detection.

A split-case block-supported LSD assembly avoids pinion shaft scratches from disc spring force while preserving initial torque and compactness.

A slotted vent hole lets welding gases escape between the carrier and ring gear, reducing stress concentration, cracks, and fatigue failure.