Differential Gearings TRIZ Cases

A vehicular differential apparatus uses a single center washer with distinct axial clearances for coupling members and side gears.

Pre-calculating shim thicknesses based on target apex positions minimizes NVH issues at high rotational speeds.

Pre-machined differential housing flanges guide laser weld seams and absorb fumes, reducing pores and distortion in ring gear assemblies.

Interlocking thrust members and conical disc-shaped springs bias side gears to reduce radial movement, noise, and overrunning in limited slip differentials.

Sawtooth profile on ring gear inner surface establishes precise alignment with differential housing, eliminating installation errors and reducing pinion wear.

A differential lock actuator uses a reed switch and magnet for contactless position sensing.

A ferrous shield member encloses a magnetic field sensor and sensing magnet to isolate detection components from electromagnetic coil fields.

Segmented ring gear design isolates welding heat from critical gear teeth, suppressing thermal distortion and maintaining structural durability.

Segmented fixtures clamp differential case portions independently, enabling angular laser welds that reduce stress concentration and improve joint strength.

Continuous temperature modeling reduces drive torque when limits are exceeded, protecting differentials from heat damage.

Removal of snap rings from the differential mechanism prevents holdout ring displacement during speed variations, eliminating clutch damage risks.

Cam assembly moves clutch members axially to disengage from the central driver, reducing noise and vibration during speed differentials.

Segmented pinion housing projections distribute torque loads to resolve gear strength limitations in helical face gear differentials.

An externally mounted plenum pumps hydraulic fluid to actuate a differential piston, eliminating the need to modify the transaxle housing structure.

A compact bevel differential gear mechanism uses a densely packed pinion array to transfer torque between side bevel gears.

Controller commands differential lock activation using articulation and steering angle sensors to maintain traction during straight travel.

A limited slip differential control system calculates required clutch torque using estimated driveline torque to achieve desired bias ratios.

Compact spring washers maintain zero lash between spherical gears, reducing clunk noise during direction changes.

Inertial compensation assembly counters roller cage movement to prevent unintended engagements and driveline shock during vehicle acceleration.

A bolt-on clutch assembly interlocks axle and differential housing via hydraulic piston actuation for selective torque transfer.

A differential assembly uses a pulsar ring to transfer rotational speed data from drive shafts to stationary sensors.

Nested radial bearings mount ring gears on bearing projections, reducing installation space while maintaining reliable torque transmission.

A locking differential assembly uses segmented dogs and frusto-conical tabs to engage side gears for selective torque transmission.

A multi-disc clutch lock uses needle bearings to transmit axial forces from axle bevel gears to pressure rings for rapid torque transmission.

A vehicle turn control apparatus adjusts power difference between left and right drive wheels based on time derivative of required drive power.

A composite drive member with magnetically responsive and non-responsive bodies prevents thermal binding in vehicle differentials.

A differential controller adjusts clutch torque to lock the axle based on drive mode inputs.

A four-wheel drive differential uses a movable sleeve and actuator to separate power transmission paths between ring gear and differential case components.

Friction members constrain planetary gear rotation to increase torque delivery to non-slipping wheels during traction loss.

An electrical motor connected to a differential mechanism via a planetary gear set distributes torque between drive shafts.

A differential gear pinion retaining portion varies frictional force through asymmetric contact surfaces.

Retaining rings sized by thickness control ring and pinion gear meshing while maintaining differential bearing preload, resolving assembly complexity.

A disconnectable driveline uses range and mode sleeves to transfer rotary power between transmission and differential assemblies.

Cross-coupled wheel axles with inversion joints extend vertical travel beyond conventional limits while maintaining torque delivery.

Rotatable differential gear carrier with stub shafts reduces installation space while managing assembly complexity through integrated bearing support.

A low-bulk steering differential uses an epicyclic gear train architecture to reduce mechanical stress on transmission joints.

Planetary gear train reduces input torque while lockable differential manages axle speed variation to resolve weight and complexity constraints.

An irregular oval opening on the differential case outer wall enables side gear insertion while preserving structural strength against stress concentration.

Profile displacement on sun gears reduces axial space and weight in spur gear differentials while preventing tooth collision.

Segmenting the output into two counter-rotating shafts cancels reaction moments, reducing drivetrain stress and bearing load.

Segmented retention assembly with windows aligns C-clips to secure differential output shafts, resolving limited access constraints during installation.

A single weld joins three housing components to a driving gear, consolidating the connection structure.

Wear pads pilot compression springs to prevent coil binding and shear effects in locking differentials.

A solenoid inner plunger combines a synthetic resin core with a magnetic metal outer wheel to enable complex molding and lower assembly weight.

Integrated carrier mounting decouples vibrating components from the housing to reduce noise without increasing assembly complexity.

Radial pinion support enables larger side gears with more teeth, reducing axial width and improving load distribution for compact transmission integration.

Integral pinion gear portions mesh with side gears to reduce axial length without adding support components.

Segmented shoulder joint with selective opening minimizes parasitic losses from fluid churning and heat generation in drive axle assemblies.

Integrating a locking ring into the planetary gear carrier eliminates mechanical fasteners, resolving heavy housing issues in electric vehicle drive trains.

Integrating the outer bearing ring with the planet carrier reduces axial installation space and simplifies the mounting structure.