Powertrain With Integrated Limited Slip Differential
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Solution Overview
Problem
Existing powertrains for vehicles lack effective differential functionality on low friction or rough roads, leading to inefficient power transmission and compromised driving performance, fuel economy, and mileage.
Innovation Solution
A powertrain configuration incorporating a main shaft, transmission unit, differential, driveshafts, rotating ring, and clutches to implement a limited slip differential (LSD) function, minimizing power transmission loss through selective gear ratios and frictional force variation, allowing smooth operation on challenging terrain.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a conventional differential is used, then the structure is simple, but the vehicle cannot be driven on low friction or rough roads due to lack of LSD function
Solution Approach 1:
The patent merges the LSD function with the existing differential structure by integrating a friction clutch and rotating ring into the differential assembly. This combination allows the system to provide limited slip differential functionality without requiring a completely separate LSD mechanism, thus improving adaptability while controlling structural complexity.
Solution Approach 2:
The differential assembly is designed to serve multiple functions: it acts as both a conventional differential for normal driving conditions and as a limited slip differential when the friction clutch is engaged. This multi-functionality allows the same structure to adapt to different road conditions, providing both simple operation on good roads and LSD function on low friction or rough roads.
2Reliability
If LSD function is added to the powertrain, then driving performance on low friction roads is improved, but power transmission loss increases
Solution Approach 1:
The friction clutch is designed to dynamically adjust the frictional force between the rotating ring and clutch based on driving conditions. This dynamic adjustment allows the system to provide LSD function only when necessary (on low friction or rough roads), while maintaining efficient power transmission during normal driving conditions, thus improving reliability without excessive energy loss.
Solution Approach 2:
The system changes the friction parameter of the clutch to control power distribution. By adjusting the frictional force between the rotating ring and clutch, the system can vary the degree of slip between drive wheels, providing LSD function when needed while minimizing power transmission loss during normal operation.
3Adaptability or versatility
If multiple clutches are added to implement LSD function, then LSD capability is achieved, but the device complexity increases
Solution Approach 1:
The patent combines multiple clutch functions into a single friction clutch mechanism. Rather than using separate clutches for different LSD functions, the design merges the speed-sensing function and slip-control function into one integrated friction clutch assembly, reducing the overall complexity of the clutch mechanism while maintaining LSD 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
The configuration ensures high power transmission efficiency, improved driving performance, enhanced fuel economy, and extended vehicle mileage by effectively managing power distribution and reducing power loss during vehicle operation.
Implementation Method 1
The first clutch may include a friction clutch configured to continuously vary a frictional force between the main shaft and the rotating ring
Data Source
AI summary
A powertrain for a vehicle may include a main shaft; a transmission unit provided to selectively supply power of a motor to the main shaft with different gear ratios; a differential connected to the main shaft; two driveshafts provided to output power in opposed directions from the differential; a rotating ring rotatably mounted on the main shaft through a first clutch; and a second clutch provided to select either a state where the rotating ring is connected to the transmission unit or a state where the rotating ring is connected to a selected driveshaft of the two driveshafts.