378 379

Light, Compact and Efficient

Schaeffler differential systems set the pace
N V u a J K U V X E S Y MN R E EWC L OME J G I O J E R U I N K O P J EWL S P N Z A D F T O I E O H O I O O A N G A D F J G I O J E R U I N K O P O A N G A D F J G I O J E R
D Q F H B v t G U PWQ V Z E S L N F AMU A N O I E R N GMD S A U K Z Q I N K J S L O G DWO I A D U I G I r z H I O G DN O I E R N GMD S A U K nmH I O G DN O I E R N G
ENA O D F E C K t a C T S V Q D E F BN I MA F V NK F NK R EWS P L O C Y Q DMF E F B S A T B G P DrDD L R a E F B A F V NK F NK R EWS P D L RnE F B A F V NK F N

26
Y K F E Q L O P N G F G r g H NW E DWC Y Q A F V N K F N K R E W S P L O C Y Q DM F E F B S A T B G P D B D D L R B E z B A F V r K F N K R E W S P z L R B E o B A F V N K F N
A C V B O F E T Z H N A X C F t j K J Z M H Z K X A Y H A S g S V N P I Z R W Q S C G Z N J I M N P Thorsten
N N b ABiermann
U A H I O G D N p I E R N GMD S A U K Z Q H I O G D Nw I E R N GMD
T C A S N I NR O A X E V E D K D L a g Q SW I p RNGMD S A UK Z Q I NK J S LWO Q T V I E PN z R A U A H I r G DNO I q RNGMD S A UK Z QH I O G DNO I y RNGMD
S G E B E R Z Y L I ND E R Z NU B F I Mb C N C aW Z Y K F E Q L O P N G S A Y B G D SWL Z U K O G I K C K PMN E SWL N C uW Z Y K F E Q L O P PMN E SWL N C t W Z Y K
MZ G OH A S E D C K L P S XWEWC E C B S V L G R a K G E C L Z EMS A C I T PMO S G RUC Z G ZMO Q O DN V U S G R V L G RmK G E C L Z EMDN V U S G R V L G R x K G
V C X Y M L M O K N I J B H U Z G F D G V T Q Z T E F N a X J R C N I F Z K M N D A B O N Y A M E C R J G N I N E E O M N Y A Z T E W N l X J R C N I F E E O MN Y A Z T E W N y X
C R F V E G B Z HNU J M I K O Q A Y L MR T L V V V HN V u a J K U V X E S Y MN R E EWC L OME P S C V C Y L i N EWC L V V F HN V o a J K U V Y L i N EWC L V V F HN V
NWA S R E C V F H K N U T E Q T F C X V N H X T J G L D Q F H B v t G U PWQ V Z E S L N F A MU A N J Y Q Y O B R n L N F X T J O L D Q F H Bwn G O B R n L N F X T J O L D Q
M I QWu R T O I J E UH B Z GWR Z V T F L V BNC T E N J R CN I F l KMC T S V Q D E F BN I MB L P O P Q A Y C B E F V BNR T E N A O D F E C Q A Y C B E F V BNR T E N
K H E S Y S C B F GMH T I L QN V X D B P ONC a P Z u R u a J K U V o E S C F t j K J ZMH C Y Q B E B G B A Y X SWA D C B P LM I J N T B G HU A Y X SWA D C B P LM I J
ON C A L V I K nD V S GW J P N E D C S K UH G F T S A CF H B v t GwPWE D K D L a g Q SMH Z D HNBNU I O P L K UH G F D S A C V B O F E T U I O P L K UH G F D S A C
V B NM I QWu R T Z B C S D G T R E H K L P E ND R R T C A O D F E C K t a R Z NU B F I Mb Q SW I E R T R Q H G F D L G E ND E R T C A S N I N R Q H G F D L G E ND E R T C
N J I MN S t R E C L P Q A C E Z RWD X A Y P L U Y G S G T Z E T Z H F A X a p I EWC E C BMb C H S E H E B U P S K U P P L UN G S G E B E R Z Y B U P S K U P P L UN G S G
Y K F E D i O P N G S A Y B G D SWL Z U K O V T E E NM Z V B N R O A u E V H U Z G F D G V T C B S t P O I O D C V F EWC V T E B NM Z G O H A S E D C V F EWC V T E B NM Z
K G E C E Z E M S A C I T P M O S G R U C Z G S A M O B V C S t i f f n e s s I K O Q A Y L M R V T Q U j x R E L K J H G F D S A MM B V C X Y M L M O L K J H G F D S A MM B V C
F X J L R N I F Z KMND A B O i z q a t s lWS X Z E C R E B o S LWl i k T E Q T F C X V NMR T X A g Y WP H C E Q A Y WS X E E C R F V E G B Z P H C E Q A Y WS X E E C R
N V R D J K U V X E S Y MN R E z WC L OM E R D X V S NWG OMO K z a J B B Z GWR Z V T F V N H O U b I J B Z G V T F C R D X E S NWA S R E C V B Z G V T F C R D X E S NW
k Q F H B Q F G U P W Q V Z E g L N F A M U A I P V O NM I X Y B Z H N C J M I L Q N V X D B P T F L U J a D G Y C B MW R Z I P S F H K T V N Z L M O Y C B MW R Z I P S F H K T
O I Z PMR D R N Q B O Y R X wN G KMN S R A D G B L K H F V C V F H o N UW J P N E D C S K B P O R U T E T MB C Y N V X A D G J L K H E S Y S C BMB C Y N V X A D G J L K H
V WM C R M U U M P I Z R W O U Z T W HN E D K U NW P O N A S T O I J n U H S D G T R E H K L S K U P O W R W Z T W H N E D K U NW P O N C A L V I K Z T W H N E D K U NW P O N
A K D P J P P S D F G H J K L P O I U Z T R EWQ Y X C V B QWC B F G s H T A C E Z RWD X A K L P F L K J K O I U Z T R EWQ Y X C V B NM I QWu O I U Z T R EWQ Y X C V B
L S J T DW Y K J H G F D S A Y V N P I Z RWQ S C G Z N J E S I K nD u S G B G D SWL Z U K X A Y H A S g S V N P I Z RWQ S C G Z N J I MN S t R V N P I Z RWQ S C G Z N J
E K J R C E O I J G R D C K I O PMN E SWL N C X W Z Y K C AWu R T mB C PMO S G R U C Z U K O G I K C K PMN E SWL N C X W Z Y K F E D i O P PMN E SWL N C X W Z Y K
MO T Y Q l G N T Z D S Q OMG DN V U S G R V L G R V K G NM t R E C p P Q A B O i z q a t s C Z G Z Mq g O DN V U S G R V L G R V K G E C E Z EMDN V U S G R V L G R V K G
T N U E I i R L U J G D I N G R E X OMN Y A Z T E WN F X I MO P N G T A Y N R E z WC L OM t s l o k z I N E X OMN Y A Z T E WN F X J L R N I F E X OMN Y A Z T E WN F X
D C O O V g E S O PMN V C S E Y L J N EWC L V V F HN V F E EM S A i I T Z E g L N F AMU OME P S C V C Y L J N EWC L V V F HN V R D J K U V Y L J N EWC L V V F HN V
J Y I Z Q h A H I N CWQ Y J A O B R E L N F X T J O L k Q E C I F Z K o N D R X wN G KMN S MU A N J Y Q Y O B R E L N F X T J O L s Q F H B Q F G O B R E L N F X T J O L a Q
N J K V Nt R A KDOBN J ORO I D FNG K L D FMGO I J L U V X En YML t Omp l I E PNS RDO J N J O I D FNG K L D FMGO I Z PMF DRO I D FNG K L D FMGO I
A A O O UwN D O NG I U A R N H I O G D N O I E R N G M g R D F G U P t Q V g M F E F B S A T E P N N R A U A H I O G D N O I E R N G M t S A U K Z Q H I O G D N O I E R N G M k
UDMB B e BHMG R e B D P B D L R B E F B A F V NK F N F HD RNQ O O Y LW i k a p I E P A T B G P D B D D L R B E F B A F V NK F Nq R EWS P D L R B E F B A F V NK F N
A A O F r i c t i o n I U A R NH I O G DN O I E R N GMD Z P Z Q I NM J S PMO S G R U C Z E P NN R A U A H I O G DN O I E R N GMD S A l K Z Q H I O G DN O I E R N GMD
MO TMQ g GN T Z D S Q OMG DN V U S G R V L G R V K G S A S P L O C Y Q DMF E F B S A T C Z G ZMO Q O DN V U S G R V L G R V K G E C L Z EMDN V U S G R V L G R V K G
UDM T B h BHMG R I B D P B D L R B E F B A F V NK F Nk R Z Q I NK o S HU Z G F D G V T A TB G P D B D D L R B E F B A F V NK F NK R EWS P D L R B E F B A F V NK F N
F E I D R t Q R I U Z T R E W Q L K J H G F D S A MM B V C S A E M S A C I T I K O Q A Y L M R V T Q U o t R E L K J H G F D S A MM B V C X Y M L M O L K J H G F D S A MM B V C
C I MN S t R E C L P Q A C E Z R W D X A Y H B MW R Z I R E C S P L O C Y Q T E Q T F C X V NM R T X A z Y W P H C E Q A Y W S X E E C R F V E G B Z P H C E Q A Y W S X E E C R
P J MN I J H L MO K N I J U H B Z G V T F C R D X E S NWK RMO K N I J B B Z GWR Z V T F V N H O U b I J B Z G V T F C R D X E S NWA S R E C V B Z G V T F C R D X E S NW
C G T J D G L E T U O A D G J L Y C B MW R Z I P S F H K T V N C B F G M H T I L Q N V X D B P T F L U J r D G Y C B MW R Z I P S F H K T V N Z L M O Y C B MW R Z I P S F H K T
J T Z U E T O I Z RWQ E T UOMB C Y N V X A D G J L KH E S I KnD V S GWJ PNE D C S K B P O RU T E TMB C Y N V X A D G J L KH E S Y S C BMB C Y N V X A D G J L KH
V WM O R W U U M P I Z R W O U Z T W H N E D K U NW P O N C A L V I K n D V S G W J P N E D C S K U P O W R W Z T W H N E D K U NW P O N C A L V I K Z T W H N E D K U NW P O N
A K D L J K P S D F G H J K L P O I U Z T R EWQ Y X C V B NM I QWu R T Z B C S D G T R E H K L P F L K J K O I U Z T R EWQ Y X C V B NM I QWu O I U Z T R EWQ Y X C V B
L S J A D S Y K J H G F D S A Y V N P I Z RWQ S C G Z N J I MN S t R E C L P Q A C E Z RWD X A Y H A S e S V N P I Z RWQ S C G Z N J I MN S t R V N P I Z RWQ S C G Z N J
E K J I C K O I J G R D C K I O PMN E SWL N C X W Z Y K F E D i O P N G S A Y B G D SWL Z U K O G I K C K PMN E SWL N C X W Z Y K F E D i O P PMN E SWL N C X W Z Y K
L S J A D S Y K J H G F D S A Y V N P I Z RWQ S C G Z N J I MN S t R E C L P Q A C E Z RWD X A Y H A S u S V N P I Z RWQ S C G Z N J I MN S t R V N P I Z RWQ S C G Z N J
E K J I C K O I J G R D C K I O PMN E SWL N C X W Z Y K F E D i O P N G S A Y B G D SWL Z U K O G I K C K PMN E SWL N C X W Z Y K F E D i O P PMN E SWL N C X W Z Y K
MO TMQ O GN T Z D S Q OMG DN V U S G R V L G R V K G E C E Z EMS A C I T PMO S G RUC Z G ZMo x O DN V U S G R V L G R V K G E C E Z EMDN V U S G R V L G R V K G
T N U G I N R L U J G D I N G R E X O M N Y A Z T E W N F X J L R N I F Z K M N D A B O B N x z p e w n q m I N E X O M N Y A Z T E W N F X J L R N I F E X O MN Y A Z T E W N F X
D C O S V C E S O PMN V C S E Y L J N EWC L V V F HN V R D J K U V X E S Y MN R E i WC L OME P S C V C Y L J N EWC L V V F HN V R D J K U V Y L J N EWC L V V F HN V
MO TMQ O GN T Z D S Q OMG DN V U S G R V L G R V K G E C E Z EMS A C I T PMO S G RUC Z G ZMa x O DN V U S G R V L G R V K G E C E Z EMDN V U S G R V L G R V K G
A A O R U A ND ONG I U A RNH I O G DNO I E RNGMD S A U K Z Q I NK J S LWO zwu I E P NNR A U A H I O G DNO I E RNGMD S A U K Z Q H I O G DNO I E RNGMD
380 Differential Systems 26 381

Introduction what follows is a brief explanation of how the the original design led to problems when
component came into existence. trying to integrate the differential into mod-
Based on the most recently available ern transmissions. With most present-day
sources, Alexander Timothy Brown can be de- transmissions that are arranged transverse-
The Schaeffler lightweight differential was pre- scribed as the father of the “spur gear differen- ly at the front of the vehicle, there is less
sented for the first time at the 2010 Schaeffler tial”, a category of differential that includes the mounting space directly next to the drive
Symposium in Baden-Baden, Germany [1]. At Schaeffler lightweight differential. Born in 1854, gear due to the design of the bearing seat
the time, the innovative aspect of the design Brown quickly developed into a technical all- for the output shaft or due to the position of
focused on the reduced weight and smaller rounder as well as someone “with consider- the transmission gears. In comparison to
mounting space required for the ground- able inventive talent”. Yet Brown is not known Brown’s spur gear differential, this problem
breaking differential concept. Since then, the for his early designs for guns or even typewrit- meant that a more axially compact solution
lightweight differential has been further opti- ers – instead, he is known for inventing the first had to be found. The engineers were able to
mized in order to overcome the last of the pneumatic tire for automotive vehicles, which find the solution by further developing the
concept’s drawbacks in comparison to the he patented on December 20, 1892. compensation gearing of the differential. In
existing bevel gear differential. During the The tire wear caused by driving around contrast to Brown’s design, the Schaeffler
optimization phase, the key focus has been to bends – a problem that Brown faced when lightweight differential uses two sun gears
improve the rigidity of the differential, and re- designing his new tires – may be the reason in different sizes [2]. As one planet gear from
duce frictional losses in the main bearing sup- behind his invention of a new type of differen- each pair of planet gears is now arranged
port. A further aim was to reduce the produc- tial. US patent no. 691591 was granted on around a larger pitch diameter, it has been
tion costs. Today, this means that there is vir- January 21, 1902 (Figure 2). The patent relat-
tually no effect on costs, at least when the ed to a design variant for a new differential as
differential is operated within high torque an alternative to the existing bevel gear differ-
ranges. For those who have not yet come ential. Brown’s solution was to omit bevel
across the Schaeffler lightweight differential, gears in favour of spur gears – a concept
made possible by designing the differential as
a planetary transmission. In contrast to a con-
ventional planetary transmission consisting of
a sun gear, planet gears and a ring gear, Figure 2 Excerpt from the patent specification
Brown’s spur gear differential did not feature for the first spur gear differential
ring gears. Instead, the transmission featured from 1902
two output sun gears. Pairs of planet gears
were then arranged around the circumference The Schaeffler lightweight
of the output sun gears. At all times, one plan-
et gear would be meshed with the left-hand differential
sun gear while the other planet gear would be
meshed with the right-hand sun gear. The
planet gears meshed with one another in the
free area that remained between the gearing The Schaeffler lightweight differential shares
of the two sun gears. some common features with Brown’s origi-
The new design ensured that torque was nal design. Just as Brown did, the develop-
distributed symmetrically to the wheels while ers at Schaeffler decided to use three pairs
still using the same number of teeth on the of planet gears in the basic variant (Figure 3).
sun gears and planet gears. The symmetrical This design ensures that forces are dis-
design also boasted a high proportion of iden- tributed evenly across the individual contact
tical parts. The closed design of the differen- points of the gearing, regardless of the manu-
Figure 1 The father of the spur gear tial suggests that it was intended for use as a facturing tolerances. The only issue was
differential “Alexander T. Brown” differential arranged coaxially to the rear axle. that the axial mounting space required for Figure 3 Lightweight differential
382 Differential Systems 26 383

There is a difference in size between the Alternatively, there is also a solution that In addition, a fundamental mechanical law
two sun gears, despite the fact that they uses different numbers of teeth on the sun also has an effect on the lightweight dif-
have the same number of teeth. This dif- gears. In this case, the difference in the ferential: Torque equals force times the
ference is due to the differing profile dis- number of teeth must be calculated such length of the lever arm. On the spur gear
placement of the gearings. The smaller that the system can still be mounted. In con- differential and the bevel gear differential,
sun gear has an extremely negative profile trast to profile displacement, a change in the distance of the gearing contact point
displacement. The area of the involute the number of teeth on the sun gears actu- to the center of the differential is equal to
found directly at the base circle of the ally has an impact on torque distribution, the length of the lever arm. As the sun
gearing is used. The larger sun gear has meaning that any adjustment to the number gears on the lightweight differential have a
an extremely positive profile displace- of teeth must be matched by a correspond- significantly larger gearing diameter than
ment. Here, the area of the involute that is ing transmission between the planet gears. the bevel gears, the gearing forces are
furthest away from the base circle is used. This is only made possible by using a significantly reduced while maintaining the
The teeth of the larger sun gear have a stepped planet gear. same torque. In conjunction with the num-
Figure 4 Transmission diagrams of the pyramid-shaped cross section with a In equation 2, only the number of teeth ber of gearing contact points, the relation-
differential variants by Brown and wide tooth root. On the smaller sun gear, on the second planet gear is canceled out. ship between the two diameters allows for
Schaeffler the tooth root is comparatively narrow. A possible solution for a differential with a comparatively delicate gearing design.
This design leads to a higher load being three pairs of planet gears would be to have Such an optimum layout and design for a
possible to shift the contact point between placed on each tooth root on the smaller one sun gear with 36 teeth, a second sun compensation gearing with a high level of
the gearing of the planet gears to the small- sun gear. The smaller sun gear must gear with 33 teeth, and a stepped planet power density is an essential aspect of
er sun gear. In contrast to Brown’s patent, therefore be slightly wider than the larger gear with either 11 or 12 teeth. the new differential design variant from
the Schaeffler lightweight differential there- sun gear. As both sun gears have the Schaeffler.
fore features only two levels of gearing in- same number of teeth as well as the same Z pl 1a Z pl 2 Z su 2 Z su 2 Z pl 1a Z su 2 Another key focus that required sev-
i=− ⋅ ⋅ = = ⋅ = −1
stead of three. This design means a signifi- module, both gearings have the same Z su 1 Z pl 1b Z pl 2 Z su 1 Z pl 1b Z su 1 eral development loops was the design of
cantly smaller axial mounting space is base circle diameter. The same tangential the differential housing and the bearing
required. The differential remains in the forces are applied, meaning identical Another possibility would be to use different support. It was important to design the
mounting space of the drive gear and can torques are produced at the two sun modules in the compensation gearing of the housing such that a high level of rigidity
replace the previously used bevel gear dif- gears. Despite the asymmetric design of differential. This would be possible using could be achieved at the gearing contact
ferential without damaging any surrounding the compensation gearing, the torque is the same or a different number of teeth on point of the drive gear, as well as a signifi-
structures (Figure 4). therefore distributed symmetrically to the the sun gears. The latter variants perform cant reduction in the amount of friction at
Figure 5 shows the gearing as viewed side shafts. This being the case, equation 1 worse than the former variants at least in the main bearing support in comparison
from the side and reveals the idea behind applies to the internal transmission of the terms of costs at the present time due to the to a bevel gear differential. At the same
the new design for the sun gears. differential: stepped planet gears. As a result, the latter time, the reshaped bracket of the differen-
variants are not currently being pursued. tial housing must not be exposed to high
Z pl 1 Z pl 2 Z su 2 Z
i=− ⋅ ⋅ = su 2 = −1 What all of these variants have in com- levels of stress. However, a fundamental
Z su 1 Z pl 1 Z pl 2 Z su 1 mon, however, is their extremely narrow de- issue stood in the way of these objectives:
sign in comparison to the existing gearings a significantly reduced distance between
Nevertheless, the number of teeth on the of bevel gear differentials. This narrow de- the bearings in comparison to the bevel
planet gears does not necessarily need to sign is primarily a result of the increased gear differential. The following application
be identical, as they cancel each other out number of gearing contact points. On the examples show how it was possible to
in the equation. In fact, the number of teeth bevel gear differential, there are four gearing take this problem – which at first appeared
on the narrower planet gears can therefore contact points between the differential pin- to be a serious disadvantage – and trans-
be slightly larger in order to optimize the ions and the output bevel gears as stan- form it into an advantage.
contact point between the gearing of the dard. In contrast, torque on the lightweight
planet gears. For example, a larger number differential featuring three pairs of planet
of teeth can increase the contact ratios gears is transferred to the two sun gears via
Figure 5 Side view of the compensation without the radial mounting space having to three contact points each, creating a total of
gearing be enlarged. six gearing contact points.
384 Differential Systems 26 385

port are shown in comparison to a bevel gear

differential. The green areas indicate the load
scenarios in which the bearing support of the
lightweight differential performs better in
terms of friction in comparison to the bevel
gear differential.
In the most common load scenarios, fric-
tion savings of up to 80 % can be achieved, and
the ball bearing support achieves an extremely
high level of efficiency, even in the partial load
range. This partial load range represents a key
focus of conventional fuel consumption cycles.
Figure 6 CVT with and without lightweight differential So in this application example based on the
New European Driving Cycle (NEDC) it is theo-
Current developments a lightweight differential. Despite the rela- retically possible to achieve fuel consumption Figure 8 Manual transmission with lightweight
tively low torque capacity totaling a rated savings of up to 0.35 g of CO2/km in addition to differential
2750 Nm at the axis, the lightweight differ- the weight saving.
ential boasts a weight saving of approxi- a rated torque at axle of approximately
mately 1.1 kg. The lightweight differential has 6500 Nm. Even at high torques upwards of
Optimizing a CVT a total weight of 5 kg yet the strength of the Optimizing a manual front transverse 6000 Nm, thanks to the massive weight sav-
housing and gearing has been increased. transmission ings despite the greater number of compo-
Figure 6 shows a continuously variable The main difference is the change in nents it is possible to eliminate any impact on
transmission (CVT) before and after replac- bearing type and bearing support in com- The second application example (Figure 8) costs in comparison to many existing bevel
ing the traditional bevel gear differential with parison to the bevel gear differential. Instead shows a manual transmission arranged gear differentials. This remains true as long
of an X arrange- transversely at the front of the vehicle, with as similar volumes are produced.
Angular contact Angular contact ment using tapered
ball bearing ball bearing roller bearings, two
(left) (right) angular contact ball
bearings are used in
Ø 55.0 x Ø 83.0 x 15.5 Ø 55.0 x Ø 83.0 x 15.5
an O arrangement.
C = 28.0 kN C = 28.0 kN As such, it has been
C0 = 25.5 kN C0 = 25.5 kN possible to design
the bearing support
on the lightweight
Friction M_diff. in Nm
2 kN @ 80 °C
differential in an
50 100 500 750 1,000 1,500 2,000
40 -0.297 -0.293 -0.221 -0.220 -0.192 0.001 0.386
extremely efficient
100 -0.319 -0.316 -0.244 -0.241 -0.213 -0.021 0.356
manner with regard
to friction. At the
n_diff. in min-1

200 -0.347 -0.345 -0.271 -0.271 -0.243 -0.057 0.311

400 -0.393 -0.392 -0.315 -0.317 -0.293 -0.118 0.229 same time, a long
600 -0.429 -0.428 -0.351 -0.354 -0.333 -0.166 service life as well as
1,000 -0.488 -0.488 -0.404 -0.410 -0.402 a high level of rigidity
1,400 -0.536 -0.534 -0.447 -0.453 have also been
1,900 -0.588 -0.586 -0.493 achieved. In Figure 7,
M_diff.: Moment of differential n_diff.: Speed of differential the torque-depen-
dent frictional power
Figure 7 Reduced drag torques through the use of angular contact ball values of an opti- Figure 9 The bevel gear differential versus the lightweight differential: The red lines show the contact
bearings in an O arrangement mized bearing sup- angle of the bearing support
386 Differential Systems 26 387

The reason behind this cost benefit lies in in addition to the torque, act upon the screw
the fundamentally similar production meth- connection between the differential cage
ods used for the two differentials. The com- and the axle drive gear. Despite the high op-
pensation gearing of the differential is ex- erating weight, there is therefore no real po-
truded and the housing parts are tential to increase the life of the overall sys-
deep-drawn while avoiding any machined tem. As a result, it is difficult to imagine
rework wherever possible. In addition, the increasing the torque or even reducing the
cold metal sheet forming techniques in use weight.
entail relatively low levels of energy con- Despite the high torque, the developers
sumption in comparison to traditional cast- at Schaeffler increased the number of pairs
ing techniques. of planet gears in the lightweight differential
Another reason behind this cost benefit to a total of four in order to keep the differ- Initial situation 13.4 kg Variant A (welded) 9.1 kg Variant B (riveted) 9.6 kg
is that a higher number of components may ential under the mounting space of the drive
be required for the bevel gear differential gear. Both halves of the housing are pressed Figure 11 Weight savings at high torque classes
in some cases: At high torques, two completely into the drive gear and are rivet-
differential pinions are often no longer suffi- ed at four points between the pairs of planet connection, as is already used in the volume corresponds to a maximum saving of
cient to transfer the gearing forces. Accord- gears in order to optimally support the drive production of various bevel gear differentials. around 0.6 g of CO2/km. The use of the
ingly, the number of differential pinions is gear (Figure 11). Using a welded connection creates an addi- axial needle roller bearing support has rela-
increased, which, in turn, requires a larger, In addition to stabilizing the bearing tional weight saving of approximately 500 g tively little effect when it is positioned on the
circumferentially closed housing design. support, the flanges on the differential in comparison to the riveted variant. coast side (Figure 12).
In the present example, the weight of housing are used to center and guide the Furthermore, the design of the drive Both application examples show how
the bevel gear differential including the ta- output sun gears and side shafts. Hard- gear is significantly simplified and the rigidi- the lightweight differential from Schaeffler
pered roller bearing support and drive gear ened sleeves are pressed into the flanges. ty of the system is further enhanced by the can help to reduce weight and fuel con-
is equal to 13.4 kg. The differential housing These sleeves are fitted with correspond- circumferential weld seam. These charac- sumption. The weight saving of almost more
must be divided to facilitate the assembly of ing oil reservoirs. Both the sun gears and teristics mean that the drive gear in the than 4 kg can also help to significantly re-
four differential pinions. At maximum torque the bevel gears are extended beyond the lightweight differential has a reduced level duce the total weight of the transmission.
peaks, the differential gearing generates ex- housing. As the sun gears are also fitted of displacement in comparison to that of the By considerably reducing the mounting
pansion forces of more than 100 kN, which, with internal sealing caps, the stub shafts drive gear in the bevel gear differential. space required, new free space is created
can be disassembled without the risk of The modified drive gear also offers the op- for the design of the bearing support, which
Bevel gear vs. Spur gear losing any oil. tion to change the technology used for manu- enables reductions in friction of up to 80 %
differential differential Thanks to a combination of roller bear- facturing the blank. Instead of classic forging in the partial load range. The lightweight dif-
in X arrangement in O arrangement ings and axial needle roller bearings, plus a now ring rolling can be used, which can po- ferential is also increasingly attractive when
new type of flange bearing, the bearing sup- tentially contribute to a significant cost reduc- it comes to costs. In principle, similar costs
port offers an extremely high level of rigidity. tion in the production of the drive wheel. Dis- to those associated with previous solutions
Axial displacement of

The flange bearing relies on manufacturing pensing with riveting also opens the possibility can therefore be expected for high-volume
drive gear in mm

technology similar to that used for clutch re- of using variable three or four pairs of planet manufacturing.
lease bearings or strut bearings. gears, depending on the torque requirement. One disadvantage of the described
0.17 Figure 10 shows a comparison of results This flexibility is very congenial for a modular solutions is simply the scope of applica-
0.3
for current prototypes. The lightweight differ- system. tion limited to transverse transmissions.
ential has a more deflected shape, yet this is The alternative design for the transmis- For this reason, both new and familiar so-
0.44
0.54 then offset by a more rigid bearing support. sion with a lightweight differential therefore lutions for cost-optimized differentials or
The results are generally at the same level for creates a weight saving of around 4.3 kg even those with an extremely high level of
both transmission variants, yet show the level without taking into account any optimiza- power density are considered in the fol-
BGD SGD
of displacement of a drive gear riveted to the tions made to the transmission housing it- lowing section. The purpose of taking a
Bearing
differential. The next step in the development self (Figure 11). closer look at these solutions is to expand
Differential
process represents a departure from this In conjunction with an optimum design the portfolio of differentials offered by
Figure 10 Rigidity measurement principle towards the use of a laser welded for the bearing support, the weight saving Schaeffler.
388 Differential Systems 26 389

NEDC driving cycle The Wildhaber-Novikov differential

- Maximum reduction in fuel consumption:
0.025 l/100 km
- Maximum reduction in CO2 emissions: The idea for the “Wildhaber-Novikov” differ-
0.58 g/km ential was hit upon a few years ago when
Differential Type Bearing support Arrangement looking at the involute compensation gear-
BGD 1 TRB X ing of the lightweight differential, which had Evolvent
SGD 2 ACBB O only just entered into development. The
SGD 3 ACBB/AX + RH O project description for this differential is
SGD 4 TRB/AX + RH O based on the type of gearing used for the
differential pinions, which deviates from the
TRB - Tapered roller bearing conventional involute gearing.
ACBB - Angular contact ball bearing An alternative circular-arc gearing had
AX - Axial needle roller bearing
already been developed in 1926 by Dr. Ernst
RH - Drawn cup roller bearing
TBB Wildhaber. With this gearing design, the
100- Tandem ball bearing 0,8 W/N Gearing
convex teeth meshed with concave gaps
and the radius of the contact points were
0.75 0.7
90 approximately the same. In 1956, this gear-
Reduction in friction in W

80
0.6 ing design was revisited and refined by
CO2 emissions in g/km

77
0.5
Dr. Mikhail Novikov, a Soviet developer and Figure 13 Asymmetric gearing on the basis of the involute and the circular-arc profile
60
62 military officer. In general, a higher level of
0.4 power density is attributed to this gearing weight differential can no longer be used.
40 0.3 design than to comparable involute gear- Although this idea appears to be pioneering
ings, and its use in various military vehicles at first glance, the engineers were not able to
0.25 0.2
20 0.20 not only in the former Soviet Union has cer- confirm that the Wildhaber-Novikov differen-
0.17
0.1 tainly contributed significantly to the reputa- tial has a higher level of power density in pre-
0 0.0
tion of the gearing design. vious investigations. For this reason, this ap-
1 2 3 4 The developers at Schaeffler then hit proach has not proven successful to date,
Types upon the idea of accommodating the size dif- meaning it has been necessary to look for
Reduction in friction ference between the sun gears – while keep- alternative solutions.
CO2 emissions ing the same number of teeth – by using one
convex sun gear and one concave sun gear
Figure 12 Reduction in fuel consumption at instead of achieving this via profile displace- Oliver Saari’s differential
high torque classes ment, as is the case on the lightweight differ-
ential. This principle is explained in Figure 13. In 1966, various solutions for differentials us-
Using this solution, it is possible to shift ing a spur gear design were published under
The search for tomorrow’s the gearing contact point between the con- US patent no. 3,292,456; these differentials
innovations cave and convex differential gears via the
smaller concave sun gear, as is also possible
once again demonstrated a significant in-
crease in performance in comparison to so-
on the lightweight differential. The aim is to lutions already in existence (Figure 14). Inven-
create a differential gearing that exhibits an tor Oliver Saari designed the gearings for
As we have demonstrated by examining extremely high level of power density as well these differentials such that the compensa-
Alexander Brown’s invention, an occasional as narrow radial dimensions. A design of this tion planet gears were not arranged in pairs
look into the past can indeed be worthwhile. type could provide a solution for a differential — instead, all planet gears meshed with one
Sometimes, inventions from bygone eras featuring bevel gearing, for example. How- another. As a result, the load on the gearing
can even highlight one approach or another ever, in this case the radial dimensions for the contact point between the planet gears is
that could once again prove useful with the compensation gearing are limited, meaning significantly reduced and the overall axial Figure 14 Excerpt from the patent specification
help of modern manufacturing technology. the traditional gearing featured in the light- length of the gearing is shortened. Thanks submitted by Oliver Saari
390 Differential Systems 26 391

to the high number of gearing contact points, attempt with the Wildhaber-Novikov differ- dealt with by the wet clutch, the clutch unit
the gearings of the sun gears were also kept ential design. The weight and the axial can be designed for an extremely high level
sufficiently narrow, despite narrow radial di- mounting space required for use are less of power density. Both the axial and radial
mensions. As a result, it is possible to create important in this particular scenario. mounting spaces are therefore compact
a relatively compact design. The development is based on the idea enough to allow the distance between the
This design was of such interest to the that the customer should not have to resort bearings in the original bevel gear differential
engineers at Schaeffler that they began de- to the next largest bevel gear differential to be retained.
velopment of a new differential variant based when the torque of the powertrain is in-
on Oliver Saari’s invention and in conjunction creased. In this case, the customer can in-
with the asymmetrical design for the sun stead continue to use the compact heavy-
gears. The result was the heavy-duty differ- duty differential from Schaeffler. It is therefore Conclusion
ential in addition to the lightweight differential also possible to indirectly create a weight
from Schaeffler. saving. In addition, it is also possible to inte- Figure 16 Cross section of the axle transmission
grate features such as a differential lock or an with a self- reinforcing clutch unit
all-wheel drive disconnect system into the Sometimes, the key to the future lies in the
extra axial mounting space. actuated wet clutch, it is in fact a one-way past. An in-depth examination of the ideas
The Schaeffler heavy-duty Figure 15 shows a cross section of a clutch unit actuated via additional multi-disk and concepts from the pioneering age of
differential with all-wheel heavy-duty differential featuring an addi-
tional all-wheel drive disconnect system.
plates.
The use of one-way clutches on the rear
automobiles and their relationship to today’s
state of the art can provide a starting point
drive disconnect system The all-wheel drive disconnect system in axle to immobilize the powertrain is well for innovations that can solve present-
the rear-axle differential shown is used to known, and engaging the rear axle is a rela- day problems. Current developments at
reduce the drag torques in the powertrain tively straightforward procedure. As soon Schaeffler show the way forward, helping to
by immobilizng the cardan shaft. To do this, as engine speed is applied to the cardan increase customer benefits and find an-
As the provisional title would suggest, the it is not sufficient to simply interrupt the shaft and the wet clutch is actuated, the swers to pressing questions relating to as-
developers at Schaeffler are currently work- power flow to the cardan shaft in the trans- rear axle is “overtaken” and the one-way pects such as lightweight construction,
ing on a heavy-duty differential with the aim fer gear. Instead, it is also necessary to fur- clutch is locked. On a simple one-way costs and CO2 emissions.
of creating a differential that has a higher ther separate the rear-axle differential and clutch, the manner in which the rear axle is
level of power density than that of the exist- the wheels, as otherwise the powertrain is engaged by the prior actuation of the wet
ing bevel gear differential. When designing dragged by the rear axle. clutch is unfavourably abrupt. However, in
this differential, the radial mounting space The engineers at Schaeffler decided to the case of the Schaeffler solution, engage- Literature
requirements must still be fulfilled – unfortu- perform this separation between the differ- ment of the rear axle is damped and only
nately, this was not achieved with the first ential drive gear and the differential itself. To possible if the one-way clutch is being actu-
this end, the differential housing – compris- ated by the wet clutch. The clamping func-
ing a single unit up to this point – is divided tion of the one-way clutch facilitates a sig- [1] Smetana, T.; Biermann, Th.; Hoehn, B.; Kurth,
into two housings arranged coaxially to one nificantly higher torque capacity than that of F.: Schaeffler lightweight differentials.
another. The outer housing holds the axle a comparable wet clutch. In forward direc- 9th Schaeffler Symposium, 2010, pp. 94-105
drive gear, and the inner housing incorpo- tion the wet clutch is only being used as an [2] Smetana, T.; Biermann, Th.: Kompakte Leicht-
rates the compensation gearing. Although actuation system. bau-Differenziale (Compact lightweight dif-
the differential itself is still dragged along As soon as the engine speed at the car- ferentials). ATZ (Automobiltechnische Zeitschrift
when the disconnect system is used, it may dan shaft falls under the specified speed, – Automotive journal) 2/2011, pp. 108-113
be possible to achieve reductions in fuel the one-way clutch is disengaged when the [3] Gassmann, T.; Schwekutsch, M.: Verringerung
consumption in the range of 5 % according wet clutch is not actuated and the drive des allradbedingten Mehrverbrauchs durch
to a technical publication from 2009 [3]. wheel comes to a stop based on the friction dynamische Allradabschaltung. ATZ 9/2009,
Another distinctive feature of the Schaeffler at the cardan shaft. As the high torques in p. 672
solution is the design of the clutch unit. traction mode are absorbed by the integrat-
Figure 15 Heavy-duty differential with AWD Although the clutch unit shown in Figure 16 ed “sprag plates” and only the torques in
disconnect system may at first glance look like a conventional reverse gear or in overrun mode need to be