Cycloidal Differential with Eccentric Gears for Torque Bias Control
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Solution Overview
Problem
Conventional limited slip differentials face challenges in efficiently managing torque distribution between wheels, particularly when used as central differentials, and struggle with high manufacturing costs and slow response times, leading to inadequate slip limiting during uneven road conditions.
Innovation Solution
The design incorporates a cycloidal differential with a housing, internal gear pairs, oscillating gears, and intermediate gears with eccentric shafts, which allows for adjustable gear ratios and increased friction through cycloidal gear pairs and friction plates, enabling effective slip limiting and torque distribution.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Speed
If conventional limited slip differentials use electrically controlled multi-plate clutch for locking, then locking function is achieved, but response speed is relatively low
Solution Approach 1:
The patent replaces the electrically controlled multi-plate clutch system with a purely mechanical worm gear locking mechanism. The worm gear engages with the crown gear to provide direct mechanical locking action, eliminating the need for electrical control systems and multi-plate clutch assemblies. This substitution achieves faster response speed while maintaining reliable locking function through pure mechanical engagement.
2Reliability
If conventional limited slip differentials use purely mechanical worm and gear for locking, then locking function is achieved, but manufacturing cost is relatively high
Solution Approach 1:
The patent segments the differential system into distinct functional modules: the worm gear locking mechanism for slip limitation, the crown gear for power distribution, and the oscillating gears for torque management. This modular segmentation allows each component to be manufactured independently using optimized processes, reducing overall manufacturing complexity and cost while maintaining the reliable locking function.
3Ease of operation
If conventional differentials are used as central differentials, then power distribution to front and rear wheels is achieved, but it is inconvenient to set the distribution of output torque
Solution Approach 1:
The patent introduces adjustable parameters into the worm gear locking mechanism that allow dynamic adjustment of torque distribution characteristics. By modifying the engagement characteristics or geometric parameters of the worm gear, the system can adaptively control the proportion of torque distributed to front and rear wheels, providing both ease of operation and flexibility for different driving 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
This configuration enhances torque bearing capability, reduces manufacturing costs, and improves slip limiting efficiency by ensuring equal power distribution to wheels, even under varying load conditions, thereby enhancing vehicle stability and performance.
Implementation Method 1
increased friction through cycloidal gear pairs and friction plates, enabling effective slip limiting and torque distribution
Implementation Method 2
each A-type intermediate gear is provided with an eccentric shaft having an axis parallel to its axis of rotation, and the eccentric shaft on each A-type intermediate gear has the same distance from the axis of rotation of the gear
Data Source
AI summary
A differential includes a housing, an internal gear pair having an oscillating gear A and an output gear A, an internal gear pair consisting of an oscillating gear B and an output gear B, at least two A-type intermediate gears, and at least two B-type intermediate gears. Each A-type intermediate gear is radially fixed to the housing, and an axis of rotation of each A-type intermediate gear is parallel to an axis of rotation of the housing. Each A-type intermediate gear is meshed with at least one B-type intermediate gear, and the gear ratio of each gear pair consisting of an A-type intermediate gear and a B-type intermediate gear is the same. Each A-type intermediate gear includes an eccentric shaft having an axis parallel to its axis of rotation, and the eccentric shaft on each A-type intermediate gear has the same distance from the axis of rotation of the gear.