Differential Gear Unit With Integrated Decoupling and Park Lock
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Solution Overview
Problem
Traditional differential gear units in vehicles are complex, costly, and inefficient due to the need for torque decoupling and park-lock mechanisms in the transmission, which generate losses and increase the overall length and complexity of the drivetrain.
Innovation Solution
A differential gear unit with a decoupling element and a clutch sleeve that allows for axial displacement to disconnect or connect the ring gear with the decoupling element and park-lock structure, enabling efficient torque transfer and park-lock functionality without the need for torque decoupling in the transmission.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If traditional differential gear units use robust housing structure to support rotational load, then reliability is improved, but device complexity and overall length increase
Solution Approach 1:
The patent extracts the torque decoupling function from the transmission system and relocates it to the differential gear unit itself through the decoupling element. This eliminates the need for complex transmission-based decoupling mechanisms and park-lock systems, reducing overall device complexity while maintaining reliability through the specialized differential unit design
2Ease of operation
If torque decoupling is applied in the transmission, then wheels can free roll with minimum resistance, but transmission losses increase due to gear contact, rotating shafts, bearings, and oil flow
Solution Approach 1:
The decoupling element acts as an intermediary between the ring gear and the pinion pin, enabling direct torque decoupling at the differential level. This eliminates the need for transmission-based gear pairs to perform decoupling, thereby reducing transmission losses from gear contact, rotating shafts, bearings, and oil flow while maintaining the ability for wheels to free roll
3Adaptability or versatility
If mechanical park-lock mechanism is integrated in the transmission, then automatic blocking function is achieved, but overall length and construction complexity increase
Solution Approach 1:
The patent merges the park-lock mechanism directly into the differential gear unit, combining multiple functions (torque decoupling, differential action, and park-locking) into a single integrated structure. This eliminates the need for separate transmission-based park-lock mechanisms, reducing construction complexity and overall length while maintaining automatic blocking functionality
Data Source
AI summary
A differential gear unit includes an annular ring gear having a rotational axis in an axial direction; side gears respectively distribute torque to drive shafts; differential pinion gears are rotatably arranged on a pinion pin, where the pinion gears respectively engage the side gears. A decoupling element inside the ring gear is rotatably arranged in relation to the ring gear. The pinion pin is connected to and extends diametrically across the decoupling element. A clutch sleeve slides relative to the ring gear and the decoupling element. The clutch sleeve, upon axial displacement, disconnects the ring gear from the decoupling element in a first position, allowing rotational movement of the decoupling element relative to the ring gear; connects the ring gear to the decoupling element in a second position, preventing the rotational movement of the decoupling element; and connects the ring gear to a park-lock structure in a third position.