Differential Disconnect Assembly for Reverse Drive and Regeneration
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Solution Overview
Problem
Current drivetrain components lack the ability to provide power in reverse and control regeneration effectively, particularly in overrunning conditions.
Innovation Solution
A drivetrain component featuring a case with a ring gear and a carrier, where the carrier is supported for independent movement relative to the case, incorporating a differential gear set and locking structures that allow torque transmission in one direction while enabling free rotation in the opposite direction, along with an actuator system for controlling operating modes.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a conventional differential assembly is used, then torque transmission in forward direction is achieved, but power transmission in reverse direction and regeneration control are not possible
Solution Approach 1:
The differential assembly is segmented into multiple functional components: a first locking structure for forward torque transmission, a second locking structure for reverse torque transmission, and a third locking structure for regeneration control. Each locking structure can operate independently, enabling multiple operating modes (forward drive, reverse drive, regeneration, and free-wheeling) without requiring a complete redesign of the differential assembly.
Solution Approach 2:
The locking structures are designed to be dynamically controllable, allowing them to engage and disengage based on operating conditions. The actuator system enables real-time switching between different locking states, providing adaptive control for forward drive, reverse drive, regeneration, and free-wheeling modes, thereby increasing versatility without permanent structural complexity.
2Adaptability or versatility
If locking structures are added to enable reverse power transmission and regeneration control, then versatility is improved, but device complexity increases
Solution Approach 1:
Multiple locking functions are merged into a single integrated differential assembly design. The first, second, and third locking structures are combined with the existing differential mechanism, allowing forward drive, reverse drive, and regeneration control to be achieved within one unified component rather than requiring separate assemblies for each function.
Solution Approach 2:
The differential assembly is designed with multi-functionality, where the same basic structure supports multiple operating modes through the addition of controllable locking structures. The actuator system provides universal control capability across all modes (forward, reverse, regeneration, free-wheeling), reducing the need for mode-specific hardware and thereby limiting complexity growth.
3Adaptability or versatility
If torque transmission is enabled in both directions with locking structures, then power transmission capability is improved, but torque delay and vibration increase
Solution Approach 1:
The locking structures are designed to replace traditional mechanical torque transmission methods with a more refined control system. By using actuators to control the engagement and disengagement of locking elements, the system reduces mechanical shock and torque delay compared to conventional clutch-based systems, thereby reducing vibration and harmful factors while maintaining bidirectional power transmission capability.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
Enables efficient power transmission in forward and reverse directions, disconnection during overrun, and reduced torque delay, noise, and vibration, suitable for various vehicle types including electric and hybrid vehicles.
Implementation Method 1
a coil of wire, a drive member moveable in response to a magnetic field generated by the application of electricity to the coil
Implementation Method 2
a magnetic field generated by the application of electricity to the coil
Data Source
AI summary
A drivetrain component provides an electronically controlled, overrunning drivetrain disconnect, such as a differential with different operating modes. The drivetrain component includes a case and a ring gear connected to the case. A carrier is supported for movement relative to and independent of the case. The carrier includes a differential gear set. The differential gear set has a pinion shaft tied to the carrier, pinion gears mounted on the pinion shaft, differential gears engaging the pinion gears, and differential gear shafts connected to the differential gears. The drivetrain component including a first locking structure, the first locking structure coupling the case to the carrier for torque transmission from the case to the carrier in a first direction only, wherein the first locking structure does not inhibit carrier rotation in a second direction.