Patent Application
20190061519
The present disclosure relates to a driveline for a motor vehicle having a system for disconnecting a hypoid ring gear from rotating at driveline speed. In particular, a power transfer device such as a power take-off unit or a transfer case includes a coupling for ceasing the transfer of torque from a power source to the hypoid ring gear of a secondary driveline while another disconnect selectively interrupts the flow of power from a vehicle wheel to the hypoid ring gear on the secondary driveline.
Typical power take-off units transfer power from a transaxle in receipt of torque from a vehicle power source. The power take-off unit transfers power to a propeller shaft through a gear arrangement that typically includes a hypoid cross-axis gearset. Other gear arrangements such as parallel axis gears may be provided within the power take-off unit to provide additional torque reduction.
Power take-off units have traditionally been connected to the transaxle output differential. Accordingly, at least some of the components of the power take-off unit rotate at the transaxle differential output speed. Power losses occur through the hypoid gear churning through a lubricating fluid. Efficiency losses due to bearing preload and gear mesh conditions are also incurred while the components of the power take-off unit are rotated.
Similar energy losses occur when other driveline components are rotated. For example, many rear driven axles include hypoid gearsets having a ring gear at least partially immersed in a lubricating fluid. In at least some full-time all-wheel drive configurations, the rear drive axle hypoid gearset continuously rotates during all modes of operation and transmits a certain level of torque. In other applications, the rear axle hypoid gearset still rotates but with out the transmission of torque whenever the vehicle is moving. In other configurations, a transfer case selectively transfers power to a front drive axle equipped with a front drive axle hypoid gearset. Regardless of the particular configuration, churning and parasitic losses convert energy that could have been transferred to the wheels into heat energy that is not beneficially captured by the vehicle. As such, an opportunity may exist to provide a more energy efficient vehicle driveline.
A vehicle drive train for transferring torque to first and second sets of wheels includes a first driveline adapted to transfer torque to the first set of wheels and a first power disconnection device. A second driveline is adapted to transfer torque to the second set of wheels and includes a second power disconnection device. A hypoid gearset is positioned within one of the first driveline and the second driveline in a power path between the first and second power disconnection devices. The hypoid gearset is selectively disconnected from being driven by the first driveline and the second driveline when the first and second power disconnection devices are operated in a disconnected, non-torque transferring, mode. At least one of the first and second power disconnection devices includes a dry friction clutch.
In addition, a vehicle drive train for transferring torque to first and second sets of wheels includes a first driveline adapted to transfer torque to the first set of wheels and includes a first power disconnection device. A second driveline is adapted to transfer torque to the second set of wheels. A transfer case is adapted to transfer torque from the power source to the first and second drivelines. The transfer case includes a second power disconnection device including an actively controlled dry friction clutch operable to selectively disconnect and connect the power source with a hypoid gearset. The hypoid gearset is positioned within the first driveline in a power path between the first and second power disconnection devices. The hypoid gearset is selectively disconnected from being driven by the first driveline and the second driveline when the first and second power disconnection devices are operated in a disconnected, non-torque transferring mode.
In another form, a vehicle drive train for transferring torque from a power source to a first pair and a second pair of wheels is provided. The vehicle drive train includes a first power transmission device adapted to transfer torque from the power source to the first pair of wheels. The first power transmission device includes a first hypoid gearset and a first power disconnection device selectively ceasing the transfer of torque to the first hypoid gearset. A second power transmission device is in receipt of torque from the first hypoid gearset and transfers torque to the second pair of wheels. The second power transmission device includes a second hypoid gearset, a second power disconnection device selectively interrupting a transfer of torque from one of the wheels to the second hypoid gearset, and a third power disconnection device selectively interrupting a transfer of torque from the other of second wheels to the second hypoid gearset.
Further areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure.
The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way.
The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features.
In general, the present disclosure relates to a coupling and hypoid disconnect system for a driveline of a motor vehicle. A power take-off unit may be equipped with an active coupling or a dog clutch/synchronizer to disconnect the power source from a portion of the driveline and to reconnect through synchronization of said driveline. Additionally, another active coupling or dog clutch may be provided to disconnect a portion of the driveline from the vehicle wheels. The hypoid gearing of the vehicle driveline may be separated from the driving source of power to reduce churning losses and other mechanical inefficiencies.
With particular reference to
Front driveline 12 is shown to include a pair of front wheels 24 individually driven by a first axle shaft 26 and a second axle shaft 28. Front driveline 12 also includes a reduction speed gearset 30 and a differential assembly 32. Power transmission device 20 includes an active clutch 34 and a right-angled drive assembly 36.
Rear driveline 14 includes a propeller shaft 38 connected at a first end to right-angled drive assembly 36 and at an opposite end to a rear axle assembly 40. Rear driveline 14 also includes a pair of rear wheels 42 individually driven by a first rear axle shaft 44 and a second rear axle shaft 46. Rear axle assembly 40 also includes a hypoid ring and pinion gearset 48 driving a differential assembly 50.
First and second disconnects 52, 54 selectively drivingly disconnect first and second rear axle shafts 44, 46 from ring and pinion gearset 48 and differential assembly 50. First and second disconnects 52, 54 may be configured as dog clutches, synchronized clutches, roller clutches or another torque transferring disconnection mechanism. If speed synchronization may be accomplished between the rotating members to be connected, a simple dog clutch may suffice. However, under certain conditions, the reconnection of a previously disconnected driveline may become more challenging due to rotational speed differences across the power disconnection device. For example, front wheel slip may occur that will result in the front driveline speed being greater than the rotational speed of rear driveline components being driven by the rear wheels. In this case, a speed differential will be realized across the power disconnection device making it difficult or impossible for a dog clutch to be actuated from a non-torque transferring mode to a torque transferring mode. Accordingly, a roller clutch or synchronizer may be implemented at any of the locations depicted as a dog clutch or similar power disconnection device. By implementing the roller clutch or synchronizer, a controller may initiate reconnection and torque transfer once a specified range of speed difference between the two members being connected is met. This control arrangement may result in improved system performance including a reduction in the time required to operate the vehicle in one of the drive modes.
A counter shaft 86 is rotatably supported in housing 60 by a pair of bearings 88. Counter shaft 86 includes a driven gear 90 integrally formed thereon in driving meshed engagement with drive gear 68. Right-angled drive assembly 36 includes a ring gear 92 fixed for rotation with counter shaft 86 and a pinion gear 94 in meshed engagement with ring gear 92. Pinion gear 94 is integrally formed with a pinion shaft 96 supported for rotation by a pair of bearings 98. Pinion shaft 96 is fixed for rotation with propeller shaft 38 via a flange 100.
In operation, clutch 34 may be placed in an activated mode where torque is transferred between input shaft 62 and drive gear 68. Depending on the pressure generated by pump 82, the torque transferred by clutch 34 may be varied. Accordingly, the quantity of torque transferred to rear driveline 14 may also be varied. Clutch 34 is also operable in a deactivated mode where no torque is transferred to rear driveline 14. Power from engine 16 is not transferred to right-angled drive assembly 36 when clutch 34 is in the deactivated mode.
Power take-off unit 120 is operable to selectively transfer a desired quantity of torque to rear driveline 14. This task is accomplished in the same manner as previously described in relation to power take-off unit 20. In particular, clutch 34′ may be selectively actuated to transmit a desired quantity of torque through selective actuation of electric motor 84′ driving pump 82′. Right-angled drive assembly 36′ may be drivingly disconnected from input shaft 62′ by placing clutch 34′ in the deactivated mode.
Disconnect 52 is substantially similar to disconnect 54. Each disconnect includes a drive flange 166 fixed for rotation with its associated stub shaft 162. A plurality of external circumferentially spaced apart teeth 168 are formed on drive flange 166. A driven spindle 170 is rotatably supported on a distal end of stub shaft 162. A plurality of external circumferentially spaced apart teeth 172 are formed on driven spindle 170. A sleeve 174 includes a plurality of internal teeth 176. Sleeve 174 is axially moveable between a connected and a disconnected position. In the disconnected position, teeth 176 of sleeve 174 engage only teeth 172 of spindle 170. In the connected position, teeth 176 concurrently engage both teeth 172 of spindle 170 and teeth 168 formed on drive flange 166.
Output flanges 180, 182 drivingly couple spindles 170 with first and second rear axle shafts 44, 46, respectively. A shift fork 184 engages a groove 186 formed in sleeve 174. An actuator (not shown) axially translates shift fork 184 to position sleeve at one of the connected position and the disconnected position. In the connected position, torque is transferred between drive flange 166 and spindle 170 by sleeve 174. In the disconnected position, sleeve 174 does not drivingly engage drive flange 166 and torque is not transferred between stub shaft 162 and spindle 170.
During vehicle operation, it may be advantageous to reduce the churning losses associated with driving ring and pinion gearset 48 and right-angled drive assembly 36. A controller 190 is in communication with a variety of vehicle sensors 192 providing data indicative of parameters such as vehicle speed, four-wheel drive mode, wheel slip, vehicle acceleration and the like. At the appropriate time, controller 190 outputs a signal to control motor 84 or 84′ to place clutch 34 in the deactuated mode where torque is not transferred from engine 16 to rear driveline 14. Controller 190 also signals the actuators associated with disconnect 52 and disconnect 54 to place shift forks 184 into their disconnected positions such that energy associated with rotating rear wheels 42 will not be transferred to ring and pinion gearset 48 or differential assembly 50. Accordingly, the hypoid gearsets do not rotate at the rotational output speed of differential assembly 32, nor do they rotate at the rotational speed of rear wheels 42. The hypoid gearsets are disconnected from all sources of power and are not driven at all.
In operation, churning losses may be avoided by operating drive train 200 to cease the transfer of torque through active clutch 34′ and place disconnect 54′ in the disconnect position. At this time, ring and pinion gearset 48′ and right-angled drive assembly 36′ are not driven. However, because only a single disconnect is implemented in rear axle assembly 202, energy transfers from the rear wheel 42′ that is not equipped with a disconnect to differential assembly 50′. The resistance to rotating ring and pinion gearset 48′, propeller shaft 38′ and right-angled drive assembly 36′ is greater than the energy required to rotate side gears 160′ and pinion gears 156′. Accordingly, the gears of differential assembly 50′ will rotate while the hypoid gearset members are not driven. As such, churning losses are avoided in this arrangement as well.
The remaining components of drive train 250 are substantially the same as those previously described in relation to drive train 10.
Referring once again to
Second clutch 256 includes a drum 282 fixed for rotation with second rear axle shaft 46′. Carrier 152′ is fixed for rotation with ring gear 150′. A hub 284 is also fixed for rotation with carrier 152′. A plurality of inner clutch plates 286 are axially moveable relative to and fixed for rotation with hub 284. A plurality of outer clutch plates 288 are interleaved with inner clutch plates 286 and fixed for rotation with drum 282. An actuator 290 is selectively operable to apply an actuation force to cause torque transfer from hub 284 to drum 282. In operation, drive train 250 may function to disconnect right-angled drive assembly 36′ and ring and pinion gearset 48′ from driving connection with engine 16′ and driven wheels 24′, 42′. To accomplish this task, dog clutch 252 is placed in the disconnected position while first clutch 254 and second clutch 256 are controlled to not transfer torque therethrough. The provision of first clutch 254 and second clutch 256 also facilitates synchronization of hub 260 with drive gear 264 to allow operation of dog clutch 252 or dog clutch 302 without the use of a synchronizer.
Referring to
Clutch 402 includes a hub 416 fixed for rotation with hub portion 412 of ring gear 404. A plurality of inner clutch plates 418 are fixed for rotation with hub 416. A drum 420 is fixed for rotation with sleeve portion 414 of carrier 406. A plurality of outer clutch plates 422 are axially moveable relative to and fixed for rotation with drum 420. An apply plate 424 is axially moveable to apply a clutch actuation force to inner clutch plates 418 and outer clutch plates 422 to transfer torque through clutch 402. A piston 426 is axially moveable to apply a force proportional to a pressure of fluid positioned within a port 428 and acting on piston 426. Pressurized fluid may be provided by any number of sources including an electric motor driven pump as previously described.
When pressurized fluid is provided to act on piston 426, torque is transferred between ring gear 404 and carrier 406. When it is desirable to assure that ring gear 404 and pinion gear 410 are not driven by rear wheels 42′ (
It is contemplated that any one or more of the previously described clutches including interleaved inner and outer clutch plates may be either a wet clutch or a dry clutch. Wet clutches are lubricated and cooled with a fluid that may be pumped or sloshed across the friction surfaces of the inner and outer clutch plates. The wet clutches provide excellent torque transfer characteristics and operate in a sealed environment containing the lubricant. A pump such as pump 370, shown in
When a wet plate clutch is used as a disconnect device and active all wheel drive coupling, viscous drag torque losses are associated with the plates of the wet clutch shearing through the fluid in contact with the plates. To reduce the drag losses within the wet clutch, the inner and outer plates may be axially spaced apart from one another a relatively large distance. However, churning losses continue to exist and the time to apply the clutch and generate torque across the inner and outer plates may be increased due to the increased plate spacing.
As previously mentioned, at least one of the friction plate clutches previously described may be configured as an active multi-plate dry friction clutch. In particular, active clutches 254, 256 shown in
Another feature of dry clutch use includes possibly coating the inner and outer clutch plates with materials having a higher coefficient of friction than those associated with a wet clutch. In some instances, dry clutches have friction blocks exhibiting coefficients of friction two or more times greater than the coefficient of friction between wet clutch surfaces. The dry clutch may be reduced in size by reducing the number of friction disks required to transmit a predetermined magnitude of torque. When the number of friction disks is reduced, the axial travel requirements of the actuator are further reduced.
Front driveline 502 includes a pair of front wheels 512 connected at opposite ends of a front drive axle assembly 514 having a front differential 516 that is coupled to one end of a front propeller shaft 518 by a universal joint 520. The opposite end of front propeller shaft 518 is coupled to a front output shaft 522 of transfer case 510. A ring and pinion gear 524 is driven by front propeller shaft 518.
Rear driveline 504 includes a pair of rear wheels 526 connected at opposite ends of a rear drive axle assembly 528. A rear differential 530 is coupled to one end of a rear propeller shaft 532. The opposite end of rear propeller shaft 532 is drivingly connected to a rear output shaft 534 of transfer 510.
Transfer case 510 includes an input shaft 538 driven by engine 506 and transmission 508. Transfer case 510 also includes a transfer assembly 540 for transmitting drive torque from input shaft 538 to front output shaft 522. Transfer assembly 540 includes a first or drive sprocket 542 rotatably supported on input shaft 538 and a second or driven sprocket 544 fixed for rotation with front output shaft 522. A flexible drive member such as a chain 546 drivingly interconnects first sprocket 542 with second sprocket 544. Alternatively, a multiple gear transfer assembly may replace the sprocket and chain arrangement.
A mode shift mechanism 550 provides a means for establishing a drive connection between input shaft 538 and front output shaft 522. Mode shift mechanism 550 includes a mode clutch 552 which is operable to couple drive sprocket 542 to input shaft 538 for establishing a four-wheel drive mode in which front output shaft 522 is rigidly coupled for rotation with input shaft 538. In addition, mode clutch 552 is operable to selectively decouple drive sprocket 542 from input shaft 538 for establishing a two-wheel drive mode in which all drive torque is delivered to rear output shaft 534.
Mode clutch 552 includes a drum 556 fixed for rotation with input shaft 538. A hub 558 is fixed for rotation with drive sprocket 542. A plurality of inner clutch plates 560 are fixed for rotation with hub 558 and a plurality of outer clutch plates 562 are fixed for rotation with drum 556. Inner clutch plates 560 are interleaved with outer clutch plates 562.
Mode shift mechanism 550 also includes a clutch actuation system 566 having an actuator 568 operable to apply a compressive force to inner plates 560 and outer plates 562 to transfer torque across mode clutch 552. Actuator 568 includes an electric motor 570 driving a ball ramp mechanism 572. It should be appreciated that other mechanisms for applying a load to the clutch pack may be substituted for the arrangement shown. Clutch actuation system 566 also includes a controller 578 in communication with a number of sensors including sensors operable to determine the speed of front output shaft 522, the position of ball ramp actuator 572, and a number of other vehicle parameters provided by the vehicle CAN network.
To disconnect ring and pinion gearset 524 from all sources of power during vehicle operation, front drive axle assembly 514 includes a coupling 582 operable to selectively disconnect a first axle portion 584 from a second axle portion 586 of front drive axle assembly 514. When coupling 582 is in the open or non torque-transferring mode of operation, energy from either of front wheels 512 does not cause ring and pinion gearset 524 to rotate. Only the internal gears of differential 516 rotate at this time.
An actuator 588 is operable to control coupling 582 to place the coupling in one of a torque transferring or a non torque-transferring mode. Controller 578 is in communication with and controls actuator 588 as well as actuator 568. Coordination of active mode clutch 552 and coupling 582 may be controlled in the same manner as previously described to selectively provide two-wheel drive and four-wheel drive modes of operation where the churning losses associated with rotating portions of the driveline may be minimized.
It should be appreciated that the concepts previously discussed regarding the operation and location of multiple disconnects in relation to a transverse oriented engine and transmission as depicted in
While a number of vehicle drivelines have been previously described, it should be appreciated that the particular configurations discussed are merely exemplary. As such, it is contemplated that other combinations of the components shown in the Figures may be arranged with one another to construct a drive train not explicitly shown but within the scope of the present disclosure.
This application is a continuation of U.S. patent application Ser. No. 14/948,978 filed on Nov. 23, 2015, which is a continuation of U.S. patent application Ser. No. 13/148,692 filed on Aug. 10, 2011, which is a 371 national stage of International Patent Application No. PCT/US2010/026659 filed on Mar. 9, 2010, which claims the benefit U.S. Provisional Application No. 61/158,504 filed on Mar. 9, 2009. The entire disclosure of each of the above applications is incorporated herein by reference.
| Number | Date | Country | |
|---|---|---|---|
| 61158504 | Mar 2009 | US |
| Number | Date | Country | |
|---|---|---|---|
| Parent | 14948978 | Nov 2015 | US |
| Child | 16114298 | US | |
| Parent | 13148692 | Aug 2011 | US |
| Child | 14948978 | US |
