Differential Disconnect and Locking Clutches for Torque Load Control
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Solution Overview
Problem
Existing vehicle differentials face durability issues due to significant torque loads, requiring larger and heavier components to handle these loads, especially when transitioning between 2-wheel and 4-wheel drive modes.
Innovation Solution
A drivetrain component with a disconnect mechanism and a locking mechanism, utilizing electromagnetic actuators to control clutches, allowing selective engagement and disengagement to manage torque distribution and synchronize or differentiate the rotation of output shafts, thereby reducing stress on components.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Strength
If larger and more robust components are used to handle torque loads, then the strength and durability of the differential is improved, but the weight and size of the differential increases
Solution Approach 1:
The patent employs a disconnect mechanism with clutches that can dynamically engage and disengage to connect or disconnect the differential from the drivetrain. This dynamic capability allows the system to adapt torque flow based on operating conditions, enabling smaller differential components since the maximum torque loads are not continuously applied. The disconnect mechanism selectively routes torque through the differential only when needed for 4-wheel drive operation.
Solution Approach 2:
The patent changes the operational parameters of the differential by implementing a disconnect mechanism that can completely isolate the differential from torque transmission. This parameter change allows the system to switch between states where the differential handles full torque loads and states where it handles reduced or zero torque, thereby permitting the use of lighter components that would not need to withstand continuous maximum torque stresses.
2Adaptability or versatility
If the disconnect mechanism is added to enable 2-wheel and 4-wheel drive modes, then the adaptability of the drivetrain is improved, but the device complexity increases
Solution Approach 1:
The disconnect mechanism is integrated into the existing differential structure, allowing the same component assembly to serve multiple functions: acting as both a differential when engaged and a disconnect device when disengaged. The clutch mechanism itself serves dual purposes by both connecting/disconnecting the drivetrain and potentially providing locking functionality, thereby reducing overall system complexity despite the added adaptability.
Solution Approach 2:
The patent merges the disconnect mechanism and locking mechanism into a single integrated assembly within the differential housing. The clutch components that enable disconnect functionality are combined with the locking mechanism components, allowing both 2-wheel/4-wheel drive selection and differential locking capabilities from a unified structural design rather than separate independent systems.
3Reliability
If the locking mechanism is added to synchronize wheel speeds, then the reliability in low-traction conditions is improved, but the device complexity increases
Solution Approach 1:
The locking mechanism is integrated within the differential assembly, sharing the same housing and component space. The clutch members that provide locking functionality are combined with the disconnect mechanism components, allowing the locking feature to be added without requiring a completely separate mechanical system. This merging approach minimizes the increase in overall device complexity while achieving reliable locked operation for low-traction conditions.
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
Enhances durability by balancing torque distribution and reducing stress on components, enabling efficient operation in both 2-wheel and 4-wheel drive modes without the need for oversized parts.
Implementation Method 1
a first actuator is carried by the first housing and operable to move the second clutch member of the first clutch relative to the first clutch member of the first clutch
Data Source
AI summary
A drivetrain component includes a first housing arranged to be rotated by a vehicle motive power source, a second housing, differential gears coupled to the second housing, and first and second clutches that define at least part of a disconnect mechanism and a locking mechanism. The first clutch has a disengaged state in which the first housing rotates relative to the second housing, and the first clutch has an engaged state in which the second housing is coupled to and rotates with the first housing. The second clutch has a disengaged state in which a first shaft can rotate at a different speed than a second output shaft, and the second clutch has an engaged state in which the first shaft and the second shaft rotate at the same speed.