Final Drive Differential Lock With Temporary Wheel Speed Matching
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Solution Overview
Problem
All-Terrain Vehicles (ATVs) face challenges in torque transmission on both paved and rough roads due to the absence of differentials, leading to tire damage and inefficiency, as constant differential locking reduces energy efficiency and causes engine strain.
Innovation Solution
A gear device that temporarily allows differential motion between drive wheels by using a locked differential gear set with a clutch mechanism, which can be disengaged with electric power to enable speed matching and torque transmission without constant energy input.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Object-affected harmful factors
If a differential gear set is used to allow differential motion between drive wheels, then tire damage on paved roads and grass damage are prevented, but torque transmission efficiency on rough roads deteriorates due to free spinning wheels
Solution Approach 1:
The differential lock mechanism dynamically changes the state of the differential gear set between locked and unlocked conditions based on driving conditions. The clutch member can engage to lock the differential or disengage to allow differential motion, enabling the system to adapt its behavior to match the required performance for different road surfaces
Solution Approach 2:
The system changes the differential motion parameter from locked to unlocked state through the clutch mechanism. This parameter change allows the differential gear set to transition between two distinct operational modes: one for maximum torque transmission (locked) and one for preventing tire damage (unlocked)
2Productivity
If a locking differential mechanism is constantly engaged to improve torque transmission on rough roads, then productivity improves, but energy efficiency deteriorates due to constant energy consumption for maintaining the lock
Solution Approach 1:
The clutch member engages and disengages periodically based on driving conditions rather than remaining constantly engaged. The biasing element provides automatic engagement/disengagement based on torque demands, creating a periodic action pattern that maintains the lock only when necessary for rough road conditions
Solution Approach 2:
The biasing element (spring) automatically manages the engagement and disengagement of the clutch member based on the torque load requirements. The system self-regulates the differential lock state without requiring constant external energy input or active control, using the mechanical energy from the drivetrain itself
3Productivity
If a locking differential mechanism is used to prevent differential motion on rough roads, then torque transmission improves, but device complexity increases due to additional locking mechanisms
Solution Approach 1:
The locking mechanism is merged with the existing differential gear set structure. The clutch member integrates with the differential case and pinion gears, combining the differential function and locking function into a single integrated assembly rather than separate systems
Solution Approach 2:
The clutch member serves multiple functions: it acts as a locking mechanism when engaged and allows normal differential operation when disengaged. The same component structure serves both the differential motion control and the torque transmission enhancement functions
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 gear device ensures efficient torque transmission to both drive wheels on rough roads while preventing tire damage on paved surfaces by allowing differential motion only when needed, enhancing energy efficiency and reducing engine load.
Implementation Method 1
a biasing element retaining the clutch member at a position where the clutch member engages with the hub
Implementation Method 2
which can be disengaged with electric power to enable speed matching and torque transmission
Data Source
AI summary
A gear device drivingly coupling a drive shaft with first and second axles is provided with a case coupled via gearing with the drive shaft, and rotatable about an axis; a hub that is couplable with the first axle; a clutch member retained by the case and disengageably engaged with the hub; a biasing element retaining the clutch member at a position where the clutch member engages with the hub; and a differential gear set coupling the case via gearing with the first and second axles and locked by the clutch member to prevent differential motion between the first axle and the second axle.