Electromagnetic Differential Actuator for On-Demand Wheel Locking
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Solution Overview
Problem
Existing vehicle differential systems face challenges in maintaining optimal torque application when one wheel encounters a surface with a lower coefficient of friction compared to another, leading to undesired vehicle performance due to differential wheel spin rates.
Innovation Solution
A vehicle differential system with an electrically actuated locking mechanism using a coil and a magnetically responsive drive member that moves between two positions, engaging or disengaging a lock member to synchronize wheel speeds when necessary, thereby ensuring torque application to both wheels.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a differential is provided to allow different wheel turn rates, then the vehicle can accommodate differing wheel turning rates during turns and braking, but torque application to wheels with more traction is prevented resulting in undesired vehicle performance
Solution Approach 1:
The differential system incorporates a dynamically adjustable locking mechanism that can transition between locked and unlocked states based on driving conditions. The actuator responds to sensor inputs about wheel speed differences and traction conditions, dynamically adjusting the differential lock engagement to optimize both wheel turn rate accommodation and torque application consistency across varying operating conditions
Solution Approach 2:
The system changes the operational parameters of the differential by adjusting the engagement state of the locking mechanism. By modifying the lock engagement parameter in response to detected wheel speed differences and traction conditions, the system transitions between allowing wheel speed variation and enforcing synchronized wheel rotation, thereby maintaining reliable torque application while preserving adaptability
2Reliability
If a locking mechanism is provided to lock the differential, then different wheel spin rates are prevented, but the device complexity increases
Solution Approach 1:
The locking function is extracted as a separate, independently controllable mechanism from the differential gear assembly. The actuator and locking mechanism operate as a distinct subsystem that can be engaged or disengaged without affecting the fundamental differential operation, thereby adding the necessary torque consistency function while minimizing interference with the existing differential structure
Solution Approach 2:
The manual or mechanically-actuated differential lock is replaced with an electrically actuated locking mechanism controlled by sensors and a control system. This substitution eliminates the need for complex mechanical linkages and manual intervention, reducing overall device complexity while improving reliability through electronic control and automated response to 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
The system effectively locks or unlocks the differential based on driving conditions, ensuring consistent torque distribution to all wheels, enhancing vehicle performance by adapting to varying traction conditions.
Implementation Method 1
a drive member movable in response to a magnetic field generated by application of electricity to the coil
Data Source
AI summary
A vehicle differential may have multiple gears and include a coil, a drive member movable in response to a magnetic field generated by the coil, with the drive member being movable between a first position and a second position. The drive member has an axis and includes a first body that is magnetically responsive, a second body coupled to the first body, an axis, an axially forward face and a stop surface axially spaced from the forward face, where the stop surface is arranged to limit movement of the drive member away from the first position. A lock member is engaged and driven by the forward face of the drive member to engage a gear of the differential when the drive member is in the second position, and the lock member is adapted to be disengaged from the gear when the drive member is in the first position.