CN218594134U

CN218594134U - Electric drive module

Info

Publication number: CN218594134U
Application number: CN202222162334.1U
Authority: CN
Inventors: 詹姆斯·P·唐斯; 保罗·J·瓦伦特
Original assignee: American Axle and Manufacturing Inc
Current assignee: American Axle and Manufacturing Inc
Priority date: 2021-03-15
Filing date: 2022-03-15
Publication date: 2023-03-10
Anticipated expiration: 2032-03-15
Also published as: CN217396240U; KR102443451B1; JP2022141609A; KR102626241B1; MX2022003144A; CN115071413B; KR20220129507A; CA3151670C; DE102022105941A1; CA3151670A1; JP7500639B2; BR102022004740A2; CN115071413A

Abstract

The utility model relates to an electric drive module, it includes motor, differential mechanism subassembly and the motor with the transmission of transmission rotary power between the differential mechanism subassembly. The transmission has a first reduction gear and a second reduction gear. The first reduction gear has a drive gear rotatable about a first axis and a pair of first reduction gears each meshed to the drive gear and rotatable about a respective second axis. The second axes are spaced apart from each other and parallel to the first axis. The second speed reducer has a driven gear and a pair of second reduction gears. The driven gear is rotatable about a third axis parallel to the first axis. Each of the second reduction gears is meshed to the driven gear, and is non-rotatably coupled to an associated one of the first reduction gears.

Description

Electric drive module

The present application is a divisional application of a utility model patent application having an application date of 2022, 3/15/2022, an application number of 202220557516.6 and a utility model name of "electric drive unit".

Cross Reference to Related Applications

This application is a by-pass partial continuation of international patent application No. PCT/US2020/062541, filed on 30/11/2020, which claims the benefit of US provisional patent application No. 62/942496, filed on 2/12/2019. This application also claims the benefit of U.S. provisional patent application serial No. 63/161218, filed on 3/15/2021, and U.S. provisional patent application serial No. 63/161164, filed on 3/15/2021. The disclosures of the above-referenced applications are hereby incorporated by reference as if each were fully set forth herein.

Technical Field

The present disclosure relates to an electric drive module. In particular, the present disclosure relates to an electric drive module having a transmission with a parallel gear pair that shares the load transmitted to a final drive gear.

Background

This section provides background information related to the present disclosure that is not necessarily prior art.

It is known in the art to provide an electric drive module having an electric motor that drives a differential assembly through a transmission. Known electric drive module configurations may have a coaxial arrangement in which the output shaft of the electric machine, the input and output of the differential assembly and the transmission are disposed about a common axis of rotation, or an arrangement in which the output shaft of the electric machine, the input and output of the differential assembly and the transmission are disposed about two or more axes of rotation that are parallel to one another. While such arrangements are well suited for their intended purpose, they may be somewhat difficult to package or fit into certain vehicles because there may not be sufficient space in the lateral or side-to-side or radial directions. Accordingly, there remains a need in the art to design relatively compact electric drive modules.

SUMMERY OF THE UTILITY MODEL

This section provides a general summary of the disclosure, and is not a comprehensive disclosure of its full scope or all of its features.

In one form, the present disclosure provides an electric drive module including an electric motor, a differential assembly, and a transmission for transmitting rotary power between the electric motor and the differential assembly. The transmission has a first reduction gear and a second reduction gear. The first reduction gear has a drive gear rotatable about a first axis and a pair of first reduction gears each meshed to the drive gear and rotatable about a respective second axis. The second axes are spaced apart from each other and parallel to the first axis. The second speed reducer has a driven gear and a pair of second reduction gears. The driven gear is rotatable about a third axis parallel to the first axis. Each of the second reduction gears is meshed to the driven gear and is non-rotatably coupled to an associated one of the first reduction gears.

Further areas of applicability will become apparent from the description provided herein. The description and specific examples in this summary are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure.

Drawings

The drawings described herein are for illustrative purposes only of selected embodiments and not all possible implementations, and are not intended to limit the scope of the present disclosure.

FIG. 1 is a schematic illustration of an exemplary vehicle having an electric drive module constructed in accordance with the teachings of the present disclosure;

FIG. 2 is a perspective, partially split portion of the electric drive module of FIG. 1 illustrating the motor and transmission in greater detail;

FIG. 3 is a cross-sectional view of a portion of the electric drive module of FIG. 1 illustrating a final drive gear and differential assembly of the transmission;

FIG. 4 is a schematic view of a portion of an electric drive module similar to that of FIG. 1, but illustrating the general relative positioning of the motor, transmission and differential assemblies;

FIG. 4A is a schematic view of a portion of the electric drive module of FIG. 1 illustrating the relative positioning of the motor, transmission and differential assembly shown in FIG. 2;

FIG. 5 is a perspective view of a portion of the electric drive module of FIG. 1 illustrating an alternative parking lock mechanism;

FIG. 6 is a plan view of a portion of the parking lock mechanism illustrating a pawl disposed in engagement with a pair of parking gears to secure a secondary shaft of the electric drive module;

FIG. 7 is a cross-sectional view taken through a portion of the parking lock mechanism illustrating the cam plate oriented in a first rotational position and a pair of plungers disposed in an extended position;

FIG. 8 is a perspective view of a portion of the parking lock mechanism illustrating a pawl disengaged from a pair of parking gears to allow rotation of a secondary shaft of the electric drive module;

FIG. 9 is a cross-sectional view taken through a portion of the parking lock mechanism illustrating the cam plate oriented in the second rotational position and the pair of plungers disposed in the retracted position;

fig. 10 is a partially cut-away perspective view of the parking lock mechanism;

FIG. 11 is a perspective view of a portion of the park lock mechanism illustrating a first face of the cam plate in greater detail;

FIG. 12 is a cross-sectional view of a portion of the park lock mechanism illustrating the lock actuator in greater detail;

FIG. 13 is a perspective view of a portion of the cam plate illustrating a locking hole formed in the second face of the cam plate;

FIG. 14 is a perspective view of a portion of the parking lock mechanism illustrating the plunger in an extended position and the pawl in an engaged position;

FIG. 15 is a perspective view of another electric drive module constructed in accordance with the teachings of the present disclosure;

FIG. 16 is a cross-sectional view taken along line 16-16 of FIG. 15;

FIG. 17 is a cross-sectional view taken along line 17-17 of FIG. 15;

FIG. 18 is a perspective view of yet another electric drive module constructed in accordance with the teachings of the present disclosure;

FIG. 19 is a cross-sectional view of the electric drive module of FIG. 18;

FIG. 20 is a front view of a portion of the electric drive module of FIG. 18 illustrating a portion of the drive unit in greater detail;

FIG. 21 is a perspective view of a portion of the electric drive module of FIG. 18 illustrating a portion of the drive unit in greater detail;

FIG. 22 is a perspective view of a portion of the drive unit shown in FIG. 21 illustrating the shaft member and the first reduction gear of the transmission in greater detail;

fig. 23 is a perspective sectional view of the shaft member and the first reduction gear;

fig. 24 is a perspective cross-sectional view illustrating a portion of the drive unit including the shaft member, the first reduction gear, and the housing;

fig. 25 is a perspective cross-sectional view illustrating a portion of the drive unit including the shaft member, the second reduction gear, and the housing;

FIG. 26 is a front view of a portion of the housing of the electric drive module of FIG. 18;

FIG. 27 is a top view of another electric drive module constructed in accordance with the teachings of the present disclosure;

FIG. 28 is a front view of a portion of the electric drive module of FIG. 27; and

fig. 29 is a side view of a portion of the electric drive module of fig. 27.

Corresponding reference characters indicate corresponding parts throughout the several views of the drawings.

Detailed Description

Referring to FIG. 1 of the drawings, an exemplary vehicle having a drive module constructed in accordance with the teachings of the present disclosure is indicated generally by the reference numeral 10. The vehicle 10 may include a front or main driveline 14 and a rear or secondary driveline 16. The front driveline 14 may include an engine 18 and a transmission 20, and may be configured to drive a set of front or main drive wheels 22. The rear driveline 16 may include an electric drive module 24, and the electric drive module 24 may be configured to drive a set of rear or secondary drive wheels 26 as needed or "on demand". Although in this example the front wheels 22 are associated with the primary driveline 14 and the rear wheels 26 are associated with the secondary driveline 16, it will be appreciated that alternatively the rear wheels may be driven by the primary driveline and the front wheels may be driven by the secondary driveline. Further, while the electric drive module 24 is depicted in this example as being configured to drive a set of secondary drive wheels at one time (on a partial time basis), it should be appreciated that a drive module constructed in accordance with the present teachings can be used to drive a set of (front, rear, or other) drive wheels (e.g., a front wheel or set of wheels) at all times, either as the sole propulsion device for the vehicle, or in combination with another propulsion device. The electric drive module 24 may include a drive unit 30 and a pair of output shafts 32.

Referring to fig. 2 and 3, the drive unit 30 may include a housing 40, a motor assembly 42, a transmission 44, and a differential assembly 46. The housing 40 may define a structure to which other components of the drive unit 30 are mounted. The housing 40 may be formed from two or more housing elements that may be fixedly coupled together, such as by a plurality of threaded fasteners. The motor assembly 42 may include any type of motor, such as a permanent magnet motor. The motor assembly 42 may be mounted to a flange (not specifically shown) on the housing 40 and may have a motor output shaft 56, which motor output shaft 56 may be disposed along a motor output shaft or first axis of rotation 58 (fig. 4) and received in the housing 40.

Referring to fig. 2 and 4, the transmission 44 may include one or more transmission stages or retarders that provide a transmission input that is driven by the output shaft of the motor assembly 42 and a transmission output that drives the differential assembly 46. Transmission 44 may include one or more gear stages or reducers to provide multiple gear reductions, and may optionally include one or more multi-speed gear stages. Also optionally, a clutch (not shown) may be used between the transmission output and the differential assembly 46 to selectively decouple the differential assembly 46 from the motor assembly 42. In the example provided, the transmission 44 includes a drive gear or input pinion 60, a plurality of first reduction gears 62, a plurality of second reduction gears 64, and a driven gear or final drive gear 66. The input pinion gear 60 may be coupled to the output shaft of the motor assembly 42 for rotation therewith. The first reduction gear 62 is meshed with the input pinion 60, has more teeth than the input pinion 60, and has a larger pitch circle diameter than that of the input pinion 60. Each first reduction gear 62 may be fixedly coupled to an associated one of the second reduction gears 64 to form a compound reduction (double) gear 70. The second reduction gear 64 has a larger pitch circle diameter and more teeth than the first reduction gear 62. Each compound reduction gear 70 may be disposed on a countershaft or shaft 72, which countershaft or shaft 72 is mounted to the housing 40 for rotation about a second axis of rotation 74 that is parallel to the first axis of rotation 58 and offset from the first axis of rotation 58. Each layshaft 72 may be supported by a pair of bearings mountable to housing 40. It should be appreciated that each countershaft 72 may be formed as a separate component that may be assembled to a respective one of the compound reduction gears 70 or may be integrally and unitarily formed with a respective one of the compound reduction gears 70. In the example shown in fig. 2, the axis of rotation 74 of the compound gear 70 and the first axis of rotation 58 are disposed in a plane P. Fig. 4 depicts a general example of the transmission 44, wherein the second axis of rotation 74 is parallel to the first axis of rotation 58 but offset from the first axis of rotation 58 such that all three axes are not disposed in the same plane. Fig. 4A is a view similar to fig. 4, but more precisely depicting the location of the first and second axes of

rotation

58, 74.

Final drive gear 66 may be supported by housing 40 for rotation about an output axis 76. In the example provided, the output axis 76 is parallel to and offset from the second and first axes of

rotation

74, 58; the input pinion 60, first reduction gear 62, second reduction gear 64, and final drive gear 66 are helical gears; and the first and second reduction gears 62, 64 are mirrored (disposed) to counteract axial forces on the compound reduction gear 70 associated with the transfer of rotational forces between the input pinion 60 and the first reduction gear 62 and between the second reduction gear 64 and the final drive gear 66. While the transmission 44 has been described as employing helical gears, it should be understood that some or all of these gears may be configured as spur gears.

Referring to FIG. 3, the differential assembly 46 includes a differential input member and a pair of differential output members. The differential input members may be coupled to final drive gear 66 for rotation therewith about an output axis 76, while each differential output member may be coupled for rotation with a respective one of output shafts 32. In the particular example provided, the differential assembly 46 includes a differential case 80 and a differential gear set 82. The differential carrier 80 may serve as a differential input member and may be supported for rotation on the housing 40 about the output axis 76 by a pair of bearings 84. In the example provided, the bearing 84 is illustrated as a tapered roller bearing, but it should be understood that the bearing 84 may alternatively be configured as an angular ball bearing or as a ball bearing. Differential gear set 82 may include a pair of differential pinions 90 and a pair of side gears 92. The differential pinion gear 90 may be received in the differential carrier 80 and rotatably disposed on a cross-pin 94 mounted to the differential carrier 80. The cross pin 94 may extend at least partially through the differential carrier 80 and be oriented perpendicular to the output axis 76. In the example provided, the side gears 92 are differential output members. The side gears 92 are received in the differential case 80 and are rotatable relative to the differential case 80 about the output axis 76. Each side gear 92 meshes with a differential pinion 90.

Each output shaft 32 may be non-rotatably but axially slidably engaged to a respective one of the side gears 92. In the example provided, each output shaft 32 has an externally splined section 100, the externally splined section 100 matingly engaging an internally splined bore 102 in a respective one of the side gears 92. Each output shaft 32 is configured to transmit rotary power between one side gear 92 and an associated one of the wheels.

The drive unit 30 is configured to drive the differential output member (e.g., side gear 92) and the output shaft 32 within a predetermined rotational speed range having a predetermined maximum or magnitude. The transmission 44 is configured such that when the drive unit 30 drives the differential output member at a rotational speed equal to a predetermined maximum magnitude, the motor output shaft 56 rotates at a rotational speed equal to or greater than 19000 revolutions per minute, but the pitch line speed between any set of meshed gears (i.e., between the drive gear 60 and the first reduction gear 62, or between the second reduction gear 64 and the driven gear 66) is less than or equal to 37 meters per second. Preferably, when the drive unit 30 is operated to drive the differential output member at a rotational speed equal to a predetermined maximum magnitude, the pitch line speed between each set of meshed gears is less than or equal to 37 meters per second when the rotational speed of the motor output shaft 56 is greater than or equal to 20000 revolutions per minute, more preferably greater than or equal to 22000 revolutions per minute, and still more preferably greater than or equal to 24000 revolutions per minute. Preferably, when the drive unit 30 is operated to drive the differential output member at a rotational speed equal to a predetermined maximum magnitude (i.e., when the rotational speed of the motor output shaft 56 is greater than or equal to any of the rotational speeds detailed in the discussion above), the pitch line speed between each set of meshed gears is less than or equal to 35 meters per second. In view of the above, the transmission 44 advantageously allows for the use of a motor assembly that is relatively small in size and has an output capability of relatively low torque and high rotational speed (i.e., a relatively inexpensive motor assembly). Furthermore, the configuration of the transmission 44 is also important due to the meshing of the two gears (i.e., the second reduction gear 64) with the final drive gear 66. In this regard, the engagement of the two second reduction gears 64 with the final drive gear 66 reduces the load on the teeth of the final drive gear 66. In other words, the compound or dual gears 70, which are parallel to each other, share the load transferred to final drive gear 66. This allows all of the external dimensions of final drive gear 66 to be reduced by a factor equal to the square root of the number 2 (i.e., 26%) relative to a configuration in which final drive gear 66 is engaged by a single gear. This reduction in size is advantageous in reducing the overall size of the transmission 44 so that it can be more easily assembled into a vehicle.

The configuration of the transmission 44 is advantageous in several respects. For example, the compound reduction gear 70 allows for the use of a relatively high speed motor and a relatively small input pinion, which reduces pitch line speed, thereby affecting the bending stress, load capacity, and service life of the input pinion 60 and the first reduction gear 62 in a positive manner. As another example, the load on final drive gear 66 is shared across second reduction gear 64, which allows second reduction gear 64 to be reduced in size (as opposed to an arrangement in which the entire load is transferred into final drive gear 66 through a single gear). Accordingly, the arrangement of the gearing between motor assembly 42 and final drive gear 66 allows for a reduction in the packaging size of drive unit 30, and further, these gears may be formed relatively smaller and/or from less expensive materials as compared to components of known electric drive units, thereby reducing the cost and mass of electric drive module 24.

A parking lock mechanism (not shown) may be integrated into the electric drive module 24 if desired. Referring to fig. 2 and 4, the parking lock mechanism may be configured in a conventional manner with a pawl pivotably coupled to the housing 40 and a toothed locking wheel rotatably coupled to the final drive gear 66 or to a component of the differential assembly 46 rotatable about the output axis 76. The pawls may pivot to engage and disengage the teeth on the toothed locking wheel to prevent rotation of final drive gear 66 relative to housing 40. Alternatively, the parking lock mechanism may be configured to selectively lock the counter shaft 72 to the housing 40. A scissor mechanism or a see-saw lever mechanism may be used to simultaneously lock the secondary shaft 72 to the housing 40.

Referring to fig. 5 to 7, an optional parking lock mechanism 200 may be integrated into the drive unit 30. The park lock mechanism 200 may include a pair of park gears 202, a pawl 204, a pair of plungers 206, a pair of plunger biasing springs 208, and an actuator 210.

Each parking gear 202 may be non-rotatably coupled to an associated one of the layshafts 72 and may define a plurality of teeth 216 and a plurality of valleys 218. Each valley 218 is disposed between a respective pair of teeth 216.

The pawl 204 includes a pawl body 220 and a pair of pawl teeth 222 disposed on opposite ends of the pawl body 220. The pawl body 220 is pivotally coupled to the housing 40 of the drive unit 30 such that the pawls 204 are movable between an engaged position (fig. 6) in which each pawl tooth 222 engages an associated one of the parking gear wheels 202 (i.e., each pawl tooth 222 is received into a valley 218 in the associated one of the parking gear wheels 202) to rotationally lock the parking gear wheel 202 and the counter shaft 72 to the housing 40, and a disengaged position (fig. 8) in which each pawl tooth 222 is clear of the teeth 216 on the associated one of the parking gear wheels 202 such that the pawls 204 do not inhibit rotation of the parking gear wheel 202 or the counter shaft 72 relative to the housing 40. In the example provided, the pivot 226 is mounted to the housing 40 and extends through the pawl 204 into the actuator 210. The pawl 204 may be received somewhat loosely on the pivot 226 to ensure that the load transmitted through the parking lock mechanism 200 is shared equally by the parking gear 202 and equally by the pawl teeth 222. The pawl 204 may be biased about the pivot 226 toward a desired rotational position, such as a disengaged position. In the example provided, a helical torsion spring 258 is disposed about the pivot 226 and is engaged to the housing 40 and the pawl body 220.

Referring to fig. 7, each plunger 206 may have a plunger body with a guide portion 230, a first body portion 232, a transition portion 234, and a second body portion 236. The guide portion 230 may be disposed on a first axial end of the plunger 206 and may be cylindrical shaped having a first diameter. The first body portion 232 may be disposed between the guide portion 230 and the transition portion 234 and may be sized in a desired manner. For example, the first body portion 232 may be generally cylindrical shaped having a desired diameter (such as a first diameter). In the example provided, the first body portion 232 is frustoconical, having a base with a diameter equal to the first diameter (where the first body portion 232 intersects the guide portion 230) and a shallower taper angle that tapers the outer surface of the first body portion 232 inwardly toward the central axis of the plunger 206 by a desired amount, such as 2 to 30 degrees, preferably 5 to 15 degrees, between the guide portion 230 and the transition portion 234.

The second body portion 236 may also be shaped cylindrically, but have a second diameter that is less than the first diameter. The transition portion 234 may be shaped as a truncated cone so as to taper between the first and

second body portions

232, 236. A spring bore 240 may be formed in the first axial end of the plunger 206 and sized to receive a respective one of the plunger biasing springs 208 therein. In the example provided, each plunger biasing spring 208 is a helical coil compression spring, but it should be understood that other types of springs may be used instead of or in addition to helical coil compression springs.

Each plunger 206 and plunger biasing spring 208 is received in a plunger bore 244 of housing 40. In the example shown, the housing 40 includes an optional pair of plunger bushings 246, which plunger bushings 246 may be formed of a suitable material such as hardened steel. Each plunger bushing 246 defines a plunger bore 244, the plunger bore 244 being sized to receive the first body portion 232 of a respective one of the plungers 206 and a respective one of the plunger biasing springs 208. The plunger bore 244 may be a blind bore such that the plunger bushing 246 defines an inner wall 248 against which an end of a respective one of the plunger biasing springs 208 may abut.

Each plunger 206 is movable along its longitudinal axis relative to the housing 40 between an extended position (as shown in fig. 6 and 7) in which the first body portion 232 of each plunger 206 is disposed in the rotational path of the pawl body 220, and a retracted position (as shown in fig. 8 and 9). To position the plunger 206 in the extended position, the pawl teeth 222 must be engaged to the parking gear 202. If the outer surface of the first body portion 232 is tapered (frustoconical), the plunger biasing spring 208 will urge the plungers 206 outward from the plunger bores 244 such that the outer surface of the first body portion 232 of each plunger 206 contacts the pawl body 220. When the plunger 206 is disposed in its retracted position, the pawl 204 may be rotated to the disengaged position by the torsion spring 258. The pawl 204 may contact the second body portion 236 of one or both of the plungers 206 when the pawl 204 is in the disengaged position.

Referring to fig. 7 and 10, the actuator 210 is configured to control movement of the plunger 206 between an extended position and a retracted position. Actuator 210 may include a pair of cam followers 250, an actuator hub 252, a cam plate 254, a bearing 256, a torsion spring 258, a rotary actuator 260, and a lock actuator 262.

Referring to fig. 7 and 9, each cam follower 250 may be disposed in-line with an associated one of the plungers 206. In the example provided, each cam follower 250 is integrally formed with an associated one of the plungers 206. More specifically, the cam follower 250 may be a spherical radius (spherical radius) on a second axial end of the plunger 206 opposite the first axial end.

The actuator hub 252 may be concentrically, fixedly coupled to the housing 40 about an axis about which the pawl 204 pivots. In the example provided, the actuator hub 252 is press fit to the pivot 226. The actuator hub 252 may include a central portion 270, a bearing mounting portion 272, and a lock actuator mounting portion 274. The central portion 270 may define a pivot hole 280 and a threaded hole 282 aligned along the same axis. A pivot hole 280 is formed through a first axial side of the center portion 270 and is sized to engage the pivot 226 in a press-fit manner. A threaded bore 282 is formed through an opposite second axial side of the central portion 270. The bearing mounting portion 272 is concentrically disposed about the central portion 270 and may be coupled to the central portion 270 by a flange member 284 or, alternatively, by a plurality of spokes or webs. The bearing mounting portion 272 has an outer peripheral surface 286, a shoulder 288 extending radially outward from the outer peripheral surface, and a retaining ring groove 290 formed in the outer peripheral surface 286. The lock actuator mounting portion 274 may have a kidney (i.e., kidney bean) shape, as best seen in fig. 5, and may be fixedly coupled to (e.g., integrally formed with) the bearing mounting portion 272 so as to be radially offset from the central portion 270.

Referring to fig. 5, 7, and 11, the cam plate 254 may include an annular plate 300, a gear portion 302, a torsional spring seat 304, and a pair of

sensor targets

306a, 306b. The ring plate 300 may be formed of a suitable material. The annular plate 300 may have an inner peripheral surface 310 and may define a pair of cams 312. Each cam 312 is formed in a first face of the annular plate 300 facing the cam follower 250 and the plunger 206. Each cam 312 may be a circumferentially extending groove in the first face of the annular plate 300. Each cam 312 may taper between a first circumferential end 320 (fig. 11) of the slot where the slot is deepest and an opposite second circumferential end 322 (fig. 11) of the slot where the slot is shallowest. Each cam follower 250 may be received into a respective one of the cams 312 (i.e., slot) such that rotation of the cam plate 254 about the axis about which the pawl 204 pivots causes a respective linear movement of the plunger 206. More specifically, as shown in fig. 7, placing the cam follower 250 in the deepest portion of the associated one of the cams 312 (i.e., the first circumferential end 320 of the slot forming the associated one of the cams 312) allows the respective one of the plunger biasing springs 208 to urge the associated one of the plungers 206 into the extended position thereof, while, as shown in fig. 9, placing the cam follower 250 in the shallowest portion of the associated one of the cams 312 (i.e., the second circumferential end of the slot forming the associated one of the cams 312) positions the respective one of the plungers 206 in the retracted position thereof against the bias of the respective one of the plunger biasing springs 208. Gear portion 302 may include a plurality of gear teeth that may be fixedly coupled to annular plate 300 such that the gear teeth are concentric with inner circumferential surface 310. In the example provided, the gear teeth are integrally and unitarily formed with the ring plate 300. The gear teeth may be disposed around the entire circumference of the ring plate 300, as shown in the example provided, or may be formed around a section of the ring plate 300. The torsion spring mount 304 may be a cylindrical post or protrusion that may extend from a second face of the annular plate 300 opposite the first face. Each of the

sensor targets

306a, 306b may be mounted to the annular plate 300 and configured to be sensed by a sensor 328 (fig. 10) when the cam plate 254 is in a predetermined rotational position relative to the housing 40. In the example provided, each of the

sensor targets

306a, 306b is a magnet, and the sensor 328 is a hall effect sensor coupled to the housing 40.

Referring to fig. 7, the bearing 256 is configured to support the cam plate 254 for rotation relative to the actuator hub 252. The bearing 256 may include an inner bearing race 330, an outer bearing race 332, and a plurality of bearing elements 334 received between the inner and outer bearing

races

330, 332. The inner bearing race 330 may be received on the outer peripheral surface 286 of the bearing mounting portion 272 and abut a shoulder 288. If desired, the inner bearing race 330 may be press fit onto the outer peripheral surface 286 of the bearing mounting portion 272. The outer retaining ring 336 may be received in the retaining ring groove 290 and may inhibit axial movement of the inner bearing race 330 on the actuator hub 252 in a direction away from the shoulder 288. The outer bearing race 332 may be coupled to the cam plate 254 in any desired manner. For example, the outer bearing race 332 may be press fit or bonded to the inner peripheral surface 310 of the annular plate 300. Alternatively, where the ring plate is formed of a plastic material, the ring plate 300 may be overmolded onto the outer bearing race 332 such that the outer bearing race 332 is adhesively bonded to the ring plate 300.

Referring to fig. 5 and 7, the torsion spring 258 may be coiled around the central portion 270 and may have a first tang 340 that may react against the actuator hub 252 and a second tang 342 that may react against the torsion spring mount 304 on the cam plate 254. In the example provided, the first tang 340 is received in a hole formed in the flange member 284. The torsion spring 258 may be secured to the center portion 270 by a washer 346 and a threaded fastener 348, the threaded fastener 348 being threaded into a threaded hole 282 in the center portion 270. The torsion spring 258 is configured to rotationally bias the cam plate 254 about its axis of rotation toward a first rotational position, which may be a position that orients the deepest portion of the cam 312 to the cam follower 250. Alternatively, the torsion spring 258 may be configured to rotationally bias the cam plate 254 about its axis of rotation to a position in which the shallowest portion of the cam 312 is oriented to the cam follower 250.

Referring to fig. 10, the rotary actuator 260 is configured to control rotation of the cam plate 254 about its axis of rotation between a first rotational position and a second rotational position. The rotary actuator 260 may include a rotary motor (not specifically shown) and an output pinion gear (not specifically shown) that is engaged to gear teeth of the gear portion 302 of the cam plate 254. The motor may be coupled (e.g., mounted) to the housing 40. The output pinion may be driven by the motor directly (e.g., the output pinion is mounted on an output shaft of the motor) or through a transmission (not shown) having one or more gears (not shown) disposed in a power transmission path between the motor and the output pinion.

The motor is operable to drive the cam plate 254 to a second rotational position, which may be a position to orient an opposite circumferential end of the cam 312, such as the shallowest portion of the cam 312, to the cam follower 250. In some forms, a motor may be used to drive the cam plate 254 to a desired rotational position, and thereafter maintain the cam plate 254 in that rotational position. Alternatively, the cam plate 254 may be configured with a stop member (not shown) that abuts a mating stop member (not shown) coupled to the housing 40 when the motor rotates or drives the cam plate 254 to a desired rotational position. However, in the example provided, the sensor target 306b, the sensor 328, and the lock actuator 262 are used to hold the cam plate 254 in a desired rotational position such that power to the motor need not be maintained.

The placement of the cam plate 254 in each of the first and second rotational positions may be sensed by the sensor 328, and the sensor 328 may responsively generate a corresponding sensor signal. For example, placement of cam plate 254 in a first rotational position directs sensor target 306a to sensor 328 and sensor 328 responsively generates a first sensor signal, while placement of cam plate 254 in a second rotational position directs sensor target 306b to sensor 328 and sensor 328 responsively generates a second sensor signal. In response to receipt of the second sensor signal, a controller (not shown) may control the lock actuator 262 to engage the lock actuator 262 to the cam plate 254 to inhibit rotation of the cam plate 254 out of the second rotational position (i.e., due to the torque applied to the cam plate 254 by the torsion spring 258).

Referring to fig. 10 and 12, the lock actuator 262 may include any means for inhibiting rotation of the cam plate 254 relative to the housing 40. In the example provided, the lock actuator 262 includes a solenoid assembly 400 and a lock bore 402. Solenoid assembly 400 may be coupled to housing 40 and may include a solenoid 410, a solenoid plunger 412, and a solenoid spring 414. The solenoid plunger 412 is movable within the solenoid 410 between an extended or locked position and a retracted or unlocked position. A solenoid spring 414 biases the solenoid plunger 412 to an extended or locked position. A locking hole 402 is formed in a second face of the annular plate 300 and is configured to receive a solenoid plunger 412 therein when the cam plate 254 is in the second rotational position. In the example shown, the solenoid plunger 412 has a tip 420 defined by a spherical radius, and the locking bore 402 has a frustoconical sidewall 422. The contours of the tip 420 of the solenoid plunger 412 and the side wall 422 of the lock bore 402 allow the solenoid plunger 412 to be driven by the torsion spring 258 toward a retracted or unlocked position when power is not provided to the solenoid 410 or motor.

Referring to fig. 5, 7 and 12, when no power is supplied to the motor or solenoid 410 during operation of the drive unit 30, the torsion spring 258 biases the cam plate 254 to a first rotational position, as shown in fig. 7, in which the deepest portion of the cam 312 is aligned with the cam follower 250, such that the plunger 206 is disposed in its extended position such that the first body portion 232 contacts the pawl body 220 and the pawl 204 is disposed about the pivot 226 such that the pawl teeth 222 are engaged with the parking gear 202, as shown in fig. 6. In this case, the counter shaft 72 is effectively locked to the housing 40 non-rotatably, and the load transmitted through each pawl tooth 222 and each parking gear 202 is equal due to the configuration of the parking lock mechanism 200. In this case, sensor target 306a is aligned with sensor 328 such that sensor 328 responsively generates a first sensor signal. The first sensor signal may be received by a controller (not shown) and used to determine that the cam plate 254 is in a rotational position that causes the park lock mechanism 200 to lock the secondary shaft 72 to the housing 40. The solenoid spring 414 of the lock actuator 262 biases the tip 420 of the solenoid plunger 412 against the second face of the annular plate 300.

To unlock the layshaft 72 from the housing 40 to allow the layshaft 72 to rotate relative to the housing 40, power may be applied to the motor to drive the output pinion to cause a corresponding rotation of the cam plate 254 about its axis of rotation in a first rotational direction. Rotation of the cam plate 254 in the first rotational direction progressively aligns the shallower portion of the slot or cam 312 with the cam follower 250 (as shown in fig. 9), causing the plunger 206 to move from its extended position to its retracted position. Due to the tapered configuration of the first body portion 232 and the transition portion 234 of the plunger 206 and the torque applied to the pawl 204 by the torsion spring 258, the pawl teeth 222 move progressively away from the teeth 216 of the parking gear 202 as the plunger 206 progressively moves toward its retracted position. The placement of the pawl 204 in contact with the second body portion 236 of the plunger 206 as shown in fig. 8 and 9 positions the pawl teeth 222 away from the parking gear 202 in the following positions: in this position, the parking gear 202, and therefore the countershaft 72, is free to rotate relative to the housing 40. Further rotation of the cam plate 254 in the first rotational direction positions the cam plate 254 in a second rotational position, which directs the sensor target 306b to the sensor 328 such that the sensor 328 responsively generates a second sensor signal. In response to receiving the second sensor signal, the controller may provide power to the solenoid 410 to drive the solenoid plunger 412 into the locking hole 402 and hold the solenoid plunger 412 in that position. Optionally, the controller may also terminate the supply of power to the motor. When power is supplied to the solenoid 410, the torque applied by the torsion spring 258 to the cam plate 254 to urge the cam plate 254 to the first rotational position is insufficient to force the solenoid plunger 412 out of the lock hole 402.

To re-lock the counter shaft 72 to the housing 40 to inhibit rotation of the counter shaft 72 relative to the housing 40, the supply of electrical power to the solenoid 410 is terminated. The torque applied to the cam plate 254 by the torsion spring 258 to urge the cam plate 254 toward the first rotational position is sufficient to overcome the force applied to the solenoid plunger 412 by the solenoid spring 414 and force the solenoid plunger 412 away from the latch hole 402. The torque applied to the cam plate 254 by the torsion spring 258 causes the cam plate 254 to rotate in a second rotational direction opposite the first rotational direction. As the cam plate 254 rotates toward and into the first rotational position, rotation of the cam plate 254 in the second rotational direction may cause the gear teeth of the gear portion 302 to back drive the output pinion gear. Rotation of the cam plate 254 in the second rotational direction also gradually aligns deeper portions of the slots or cams 312 with the cam followers 250, causing the plungers 206 to move from their retracted positions to their extended positions. Due to the tapered configuration of the transition portion 234 and the first body portion 232 of each plunger 206, when the cam plate 254 rotates in the second rotational direction, contact between the pawl body 220 and the plunger 206 drives the pawl 204 about the pivot 226 such that the pawl teeth 222 rotate toward their respective parking gear 202. With the parking gear 202 oriented in the receiving position, the pawl teeth 222 can move directly into the valleys 218 of the parking gear 202. In other cases, movement of the pawl teeth 222 into the valleys 218 may be prevented because the parking gears 202 are oriented to a position where each pawl tooth 222 contacts a tooth of an associated one of the parking gears 202. However, when the layshaft 72 is rotated slightly, the plunger biasing spring 208 provides the flexibility to drive the plunger 206 to its extended position (in which the outer surface of the first body portion 232 engages the pawl 204 and thereby drives the pawl teeth 222 into engagement with the parking gear 202).

Referring to fig. 15-17, another electric drive module constructed in accordance with the teachings of the present disclosure is indicated generally by the reference numeral 24 a. The electric drive module 24a is generally similar to the electric drive module 24 (fig. 1) described in detail above, except for the configuration of the transmission 44a and modifications to the housing 40a to accommodate the transmission 44 a. Transmission 44a employs another reduction between second reduction gear 64 and final drive gear 66 so that second reduction gear 64 does not directly mesh with final drive gear 66. More specifically, the transmission 44a includes a second compound gear 70a having a third reduction gear 62a meshed with the second reduction gear 64 of the compound reduction gear 70 and a fourth reduction gear 64a non-rotatably coupled to the third reduction gear 62a and meshed with the final drive gear 66. It should be understood that each of the compound gears 70 and 70a may be rotationally and axially supported relative to the housing 40a by a pair of bearings (not shown).

In fig. 18 and 19, a third exemplary electric drive module constructed in accordance with the teachings of the present disclosure is indicated generally by the reference numeral 24 b. Components, aspects, features and functions of the electric drive module 24b not specifically described herein or shown (partially or fully) in the drawings may be similar to components, aspects, features and/or functions of the electric drive unit described in co-pending U.S. patent application No. 16/751596, filed on 24/1/2020, U.S. patent application No. 16/865912, filed on 4/2020, U.S. patent application No. 17/128288, filed on 21/12/2020, international patent application No. PCT/US2020/029925, filed on 24/4/24/2020, international patent application No. 2020/US 2020/541, filed on 11/30/2020, and/or U.S. provisional patent application No. 63/159511, filed on 11/3/11/2021, which disclosures are incorporated by reference as if set forth in detail herein. Briefly, the electric drive module 24b includes a housing 40b, a motor assembly 42b, a transmission 44, a differential assembly 46, and a pair of output shafts 32.

The housing 40b may define one or more cavities (not specifically shown) in which the motor assembly 42b, the transmission 44, the differential assembly 46, and the output shaft 32 may be at least partially housed. In the example shown, the housing 40b includes a gearbox cover 500, a gearbox 502, a motor housing 504, a motor housing cover 506, and an end cover 508. The gearbox cover 500 and the gearbox housing 502 abut one another and form a cavity that receives the transmission 44 and the differential assembly 46, while the gearbox housing 502, the motor housing 504, and the motor housing cover 506 abut one another to form a cavity that receives the motor assembly 42 b.

Referring specifically to fig. 19, the motor assembly 42b includes a motor 510 and a motor control unit 512 including an inverter 514. The motor 510 comprises a stator 516 and a rotor 518, the rotor 518 being rotatable about the first axis of rotation 58. The rotor 518 includes the motor output shaft 56.

Referring to fig. 19 and 20, the transmission 44 may be configured in any desired manner to transmit rotary power between the motor output shaft 56 and the differential input member 80b of the differential assembly 46. The transmission 44 may include one or more stationary reducers of any desired type or may be configured as a multi-speed transmission having two or more alternately engageable reducers (and optionally one or more stationary reducers). The fixed or multi-speed reducer may be configured in any desired manner to allow the axis of rotation of the motor output shaft 56 to be oriented in a desired manner (e.g., parallel and offset, coincident, transverse, perpendicular, skewed) with respect to the output axis 76.

In the example shown in fig. 20 and 21, the transmission 44 is a single-speed, multi-stage transmission that employs a plurality of bevel gears. The transmission 44 includes a transmission input gear 60, a pair of compound gears 70, and a transmission output gear 66, the transmission input gear 60 being coupled for rotation with the motor output shaft 56. Each compound gear 70 is rotatable about a second axis of rotation 74 parallel to and offset from the first axis of rotation 58, and may include a first reduction gear 62 and a second reduction gear 64, the first reduction gear 62 being engageable to the transmission input gear 60, the second reduction gear 64 being coupled to the first reduction gear 62 for rotation therewith and engagement to the transmission output gear 66.

Referring to fig. 22 and 23, each compound gear 70 may be configured such that the second reduction gear 64 is integrally and unitarily formed with the shaft member 530, and the first reduction gear 62 is rotationally coupled to the shaft member 530 in a desired manner, such as by laser welding. However, it should be understood that the shaft member 530 may be integrally and unitarily formed with the first reduction gear 62 instead of the second reduction gear 64, or the shaft member 530 may be a separate component rotationally coupled with both the first reduction gear 62 and the second reduction gear 64, or the first reduction gear 62 and the second reduction gear 64 may be integrally and unitarily formed with the shaft member 530. The shaft member 530 may extend axially outward from each of the first reduction gear 62 and the second reduction gear 64. In the particular example provided, the shaft member 530 and the second reduction gear 64 are the same component in each compound gear 70. However, it should be understood that the shaft member 530 and the second reduction gear 64 may be unique to each compound gear 70, or the compound gear 70 (i.e., the first and second reduction gears 62, 64 and the shaft member 530 in the example provided) may be identical. In some cases, it may be necessary and/or desirable to time the compound gear 70 so that certain teeth on each first reduction gear 62 engage certain valleys on the transmission input gear 60 (and vice versa) and/or so that certain teeth on each second reduction gear 64 engage certain valleys on the transmission output gear 66 (and vice versa). In other cases, it may be desirable to configure the transmission such that compound gear 70 need not be timed with either of transmission input gear 60 and transmission output gear 66.

Returning to fig. 20 and 21, the first reduction gears 62 may be disposed in anti-phase with each other. In this regard, one of the first reduction gears 62 may be positioned such that one tooth thereof is received between and centered between two adjacent teeth on the transmission input gear 60, and one tooth of the transmission input gear 60 is disposed between two adjacent teeth on the other of the first reduction gears 62. However, it should be understood that other phases may be employed, and the teeth of the two first reduction gears 62 may be in phase with each other. The second reduction gears 64 may be disposed in phase with each other. In this regard, one tooth on a first one of the second reduction gears 64 is received between and centered on a first pair of adjacent teeth on the transmission output gear 66, while one tooth on a second one of the second reduction gears 64 is received between and centered on a second pair of adjacent teeth on the transmission output gear 66. However, it should be understood that other phases may be employed, the teeth of the second reduction gear 64 may be in anti-phase with each other, and the phase of the second reduction gear 64 may be the same as or different from the phase of the first reduction gear 62.

Referring to fig. 21, 24, and 25, each compound gear 70 may be supported for rotation relative to housing 40b by a first bearing 542 and a second bearing 544. In addition to the ability to handle and transmit radial forces between the compound gear 70 and the housing 40b, the first bearing 542 may be a ball bearing configured to handle and transmit forces directed axially along the second axis of rotation 74 of the compound gear 70 as rotational power is transmitted through the transmission 44. For example, the first bearing 542 may be an angular contact bearing or a deep groove ball bearing. The first bearing 542 may be received in an aperture 546 formed in the gearbox cover 500, and a snap ring 548 or other type of engagement member may be secured to an outer bearing race of the first bearing 542 and to a shoulder formed on or coupled to an axial end of the gearbox cover 500 to inhibit axial movement of the first bearing 542 in the first axial direction along the second rotational axis 74 (i.e., the rotational axis of the compound gear 70). The housing 40b may further include a bearing cap 550, and the bearing cap 550 may be mounted to the gearbox cover 500 to close the aperture 546 in the gearbox cover 500 and cover the first bearing 542. If desired, a pad or boss 552 (FIG. 26) may be formed on the bearing cap 550 to radially overlap and axially abut the outer bearing race of the first bearing 542 to further support and stabilize the first bearing 542. Additionally or alternatively, a passage 554 (fig. 26) may be provided in bearing cap 550 to allow lubricant to drain through first bearing 542 to an oil drain passage 560 in gearbox cover 500, oil drain passage 560 allowing lubricant to drain to a desired area, such as oil sump 562 (fig. 19).

Referring to fig. 21 and 25, second bearing 544 may be a bearing configured to at least substantially or exclusively handle and transfer radial forces between compound gear 70 and housing 40 b. In the example shown, the second bearing 544 is a roller bearing that employs cylindrical rollers between inner and outer bearing races. Second bearing 544 may be received in a bore 570 formed in gearbox 500. If necessary, the inner bearing race 600 may be formed on the shaft member 530, and the first reduction gear 62 and the second reduction gear 64 are rotatably coupled to the shaft member 530.

Referring again to fig. 20 and 21, the second axis of rotation 74 (i.e., the axis of rotation of the compound gear 70) may be disposed in any desired manner relative to the first axis of rotation 58 to meet or accommodate criteria such as the overall speed or gear reduction of the transmission 44, the size of the housing into which the electric drive module 24b (fig. 18) may be fitted, and/or the degree of load balancing of the teeth of the first reduction gear 62. In the example shown, the second axis of rotation 74 and the first axis of rotation 58 are disposed in a plane P, and an even number of teeth are formed on the transmission input gear 60. This arrangement helps balance the load transferred between each first reduction gear 62 and the transmission input gear 60.

In fig. 27-29, a portion of a fourth exemplary electric drive module constructed in accordance with the teachings of the present disclosure is indicated generally by the reference numeral 24 c. Components, aspects, features and functions of the electric drive module 24c not explicitly described herein or shown (partially or fully) in the drawings may be configured or function in a manner similar to components, aspects, features and/or functions of the electric drive unit described in any of the embodiments above. In this example, the first and second axes of

rotation

58, 74 are parallel to each other, but not parallel to the output axis 76. Rather, the second axis of rotation 74 is inclined relative to the output axis 76 by an inclination angle greater than zero (0) degrees, such as 15 degrees. Accordingly, the second reduction gear 64c and the driving gear 66c of the compound reduction gear 70c may be formed as non-cylindrical gears (e.g., a thickened gear (below gear), a hypoid gear, or other non-orthogonal gears). Construction in this manner allows the motor assembly to extend away from the housing as the distance from the input pinion 60 increases along the first axis of rotation 58. In the example provided, the non-orthogonal configuration of the second reduction gear 64c and the drive gear 66c provides additional clearance between one tube of the housing and the end of the motor assembly opposite the input pinion 60. As shown, the housing includes a pair of tubes that are press fit into tubular projections formed on the central housing member. A weld slug (weld slug) is received through the bore in the tubular projection and is welded to an associated one of the tubes to inhibit axial and rotational movement of the tubes relative to the central housing member.

The foregoing description of the embodiments has been presented for purposes of illustration and description. It is not intended to be exhaustive or to limit the disclosure. Individual elements or features of a particular embodiment are generally not limited to that particular embodiment, but, where applicable, are interchangeable and can be used in a selected embodiment, even if not specifically shown or described. It can also be varied in many ways. Such variations are not to be regarded as a departure from the disclosure, and all such modifications are intended to be included within the scope of the disclosure.

Claims

1. An electric drive module, characterized in that the electric drive module comprises:

a housing assembly including a motor housing, a gearbox, and a gearbox cover, the motor housing defining a motor cavity, and the gearbox and gearbox cover cooperating to define a transmission cavity;

a motor assembly housed in the motor housing and having a motor and an inverter, the motor having a stator and a rotor, the rotor having a motor output shaft;

a first output shaft rotatable about an output axis; and

a transmission for transmitting rotary power between the motor and the first output shaft, the transmission including a drive gear coupled to the motor output shaft for rotation therewith about a first axis, a pair of first reduction gears each meshed to the drive gear and rotatable about a respective second axis spaced from and parallel to the first axis, a pair of second reduction gears each meshed to the driven gears and coupled to an associated one of the first reduction gears for rotation therewith, and a driven gear;

wherein the driven gear is rotatable about a third axis parallel to the first and second axes.

2. The electric drive module of claim 1 further comprising a second output shaft and a differential assembly having a differential input member coupled for rotation with the driven gear and first and second differential output members, wherein the first and second output shafts are coupled for rotation with the first and second differential output members, respectively.

3. The electric drive module of claim 2 wherein the differential assembly comprises a differential gear set.

4. The electric drive module of claim 3 wherein the differential gear set includes a plurality of differential pinions in meshing engagement with a pair of side gears.

5. The electric drive module of claim 4 wherein a pair of said differential pinion gears are mounted on a cross pin mounted to said differential input member.

6. The electric drive module of claim 2 further comprising a parking lock mechanism having a first rotatable parking lock gear having a plurality of first parking lock teeth and a first pawl pivotably coupled to the housing assembly and pivotable between a first position in which the first pawl is clear of the first parking lock teeth of the first rotatable parking lock gear and a second position in which the first pawl is disposed between the first parking lock teeth of the first rotatable parking lock gear to inhibit rotation of the first rotatable parking lock gear relative to the housing assembly.

7. The electric drive module of claim 6 further comprising a second rotatable park lock gear having a plurality of second park lock teeth and a second pawl, each of the first and second rotatable park lock gears being coupled to an associated one of the second reduction gears for rotation therewith, the second pawl being fixedly coupled to the first pawl, wherein placement of the first pawl in the first position correspondingly positions the second pawl away from the second park lock teeth of the second rotatable park lock gear, and wherein placement of the first pawl in the second position correspondingly positions the second pawl between the second park lock teeth of the second rotatable park lock gear, thereby inhibiting rotation of the second rotatable park lock gear relative to the housing assembly.

8. The electric drive module of claim 7 wherein a first load transferred between the first pawl and the first rotatable parking lock gear is equal to a second load transferred between the second pawl and the second rotatable parking lock gear when the first pawl is disposed in the second position.

9. The electric drive module of claim 8 wherein the first pawl is pivotably disposed on a pivot, and wherein engagement between the first pawl and the pivot allows for equalization of loads transferred between the first and second pawls and the first and second rotatable parking lock gears.

10. An electric drive module, characterized in that the electric drive module comprises:

a housing;

a motor coupled to the housing, the motor having a motor output shaft rotatable about a motor axis;

a first output shaft rotatable about an output axis parallel to the motor axis; and

a transmission received in the housing and transmitting rotational power between the motor and the first output shaft, the transmission having an input pinion coupled to the motor output shaft for rotation therewith, a pair of first compound gears each rotatable about a first intermediate axis parallel to the motor axis, each first compound gear having a first reduction gear meshing with the input pinion and a second reduction gear coupled to the first reduction gear for rotation therewith, and a driven gear received in the housing and meshed with the second reduction gear;

wherein the load on the driven gear is equally shared on the second reduction gear.

11. The electric drive module of claim 10 further comprising a differential assembly disposed in said housing and having a differential input member driven by said transmission and a pair of differential output members, each said differential output member being rotatable relative to said differential input member about said output axis, and a second output shaft, wherein each of said first and second output shafts is coupled for rotation with an associated one of said differential output members.

12. The electric drive module of claim 11 wherein the differential input member is coupled for rotation with the driven gear.

13. The electric drive module of claim 12 wherein the motor axis and the first intermediate axis are disposed in the same plane.