WO2014024042A2 - Dispositif de désolidarisation de différentiel de couple électronique de transmission intégrale - Google Patents

Dispositif de désolidarisation de différentiel de couple électronique de transmission intégrale Download PDF

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Publication number
WO2014024042A2
WO2014024042A2 PCT/IB2013/002170 IB2013002170W WO2014024042A2 WO 2014024042 A2 WO2014024042 A2 WO 2014024042A2 IB 2013002170 W IB2013002170 W IB 2013002170W WO 2014024042 A2 WO2014024042 A2 WO 2014024042A2
Authority
WO
WIPO (PCT)
Prior art keywords
differential
assembly
axially
disconnect
housing
Prior art date
Application number
PCT/IB2013/002170
Other languages
English (en)
Other versions
WO2014024042A3 (fr
Inventor
Brent Michael Peura
Kazunobu Takeshita
Gulliver SILVAGI
Robert Genway-Haden
Original Assignee
Gkn Driveline North America, Inc.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Gkn Driveline North America, Inc. filed Critical Gkn Driveline North America, Inc.
Publication of WO2014024042A2 publication Critical patent/WO2014024042A2/fr
Publication of WO2014024042A3 publication Critical patent/WO2014024042A3/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/38—Constructional details
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/348—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed
    • B60K17/35—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/38—Constructional details
    • F16H48/40—Constructional details characterised by features of the rotating cases
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/40—Actuators for moving a controlled member
    • B60Y2400/41—Mechanical transmissions for actuators
    • B60Y2400/414—Ramp or cam mechanisms

Definitions

  • the disclosure generally relates to secondary drive units and more particularly, to secondary drive units with an integrated differential and shaft inputs for shifting between two- wheel- drive and all-wheel or four-wheel drive modes.
  • Differential drive units such as rear drive units (RDU) and front drive units (FDU) are well known in the motor vehicle industry. Differential drives are used in conjunction with the transmission and drive shafts or propeller shafts (propshafts) to turn the automotive vehicle wheels at different speeds when the vehicle is going around a curve, to differentiate the speed of each wheel individually and to provide the proper amount of torque to each wheel in slipping, turning, or other road to wheel conditions.
  • RDU rear drive units
  • FDU front drive units
  • ATD all- wheel drive
  • a torque transfer coupling for an automotive vehicle is located between the primary and secondary driven axles of the vehicle and, generally includes a friction clutch pack which is loaded via a ball ramp mechanism.
  • a traditional differential assembly is located within the secondary drive unit and a torque transfer coupling is located at the front of a secondary drive unit housing.
  • the ball ramp mechanism is engaged by an electric motor.
  • An AWD electronic control unit senses slip conditions of the wheels, monitors current driving conditions of the vehicle and applies a current to the electric motor which will engage the clutch via the ball ramp mechanism and distribute torque to each wheel as necessary.
  • One known arrangement of a differential drive 22 is shown in cross-section in FIG. 1.
  • An axle housing 40 rotatably supports a differential housing 42 around a rotational axis.
  • a differential gear set 48 is rotatably arranged and supported.
  • the gear set 48 generally includes two differential bevel pinion gears 50, 52 that are rotatably arranged on a bearing pin 54, which axis forms a rotational axis for the two differential gears.
  • the rotational axis for the differential bevel gears or differential gears 50, 52 will intersect the rotational axis for the differential side shaft gears 56, 58 within the differential housing 42.
  • the differential housing 42 includes two differential side shaft gears 56, 58 that are arranged around a rotational axis as to be rotatable relative to the differential housing 42.
  • the differential side shaft or side shaft gears 56, 58 are rotatably received in bores 60, 62 of the differential housing 42.
  • the side shaft gears are supported against the interfaces of the differential housing 42 with supporting discs 62 arranged there between.
  • the axis of rotation of the side shaft gears 56, 58 and the axis of rotation of the differential gears 50, 52 intersect each other at a right angle.
  • the propeller shaft or drive shaft 24 engages the differential housing 42 via a driving gear 44.
  • Bearings 10 are disposed about the differential housing 42.
  • a torque distribution device is located within the differential housing 42 and engages the differential gear set 48. More specifically, the torque distribution device will connect one of the differential side shaft gears 58 with side shaft 28.
  • the torque distribution device includes a friction clutch pack assembly 64.
  • the friction clutch pack assembly 64 includes a first end housing (outer diameter) 66 and an inner hub 68 to which friction plates 70 are attached in an alternating fashion so as to overlap with each other.
  • a pressure ring 72 engages one end of the friction pack clutch assembly 64 and will provide the engagement onto the clutch to control the torque between the one side shaft gear 58 and one side shaft 28 (for example).
  • the pressure ring 72 is activated by an actuator ball ramp assembly 76, which is in turn controlled by a motor reduction gear mechanism 78. More specifically, the pressure ring 72 is engaged by movement of the engagement member 74 of the actuator ball ramp assembly 76.
  • FIG. 1 is a cross-section of a prior art differential drive arrangement
  • FIG. 2 is a schematic of a vehicle system
  • FIG. 3 is an exemplary electronic torque differential disconnect assembly
  • FIG. 4 is a partial cross-sectional view of the electronic torque differential disconnect assembly of FIG. 3;
  • FIG. 5 is a cross-section view of the electronic torque differential disconnect assembly of FIG. 4 with a portion of an torque actuator assembly attached thereto;
  • FIG. 6 is an enlarged partial cross-sectional view of the torque actuator assembly in encircled area 6 from FIG. 5;
  • FIG. 7 is a cross-sectional view of the electronic torque actuator assembly shown with interfacing components of a secondary drive unit. Detailed Description
  • FIG. 2 an exemplary vehicle drivetrain assembly 100 is illustrated.
  • the vehicle drivetrain assembly 100 has a transversely mounted engine 112 and transmission 114, which serves as a primary drive unit.
  • the vehicle drivetrain assembly 100 may include a plurality of shaft elements 132, 134, 136, 138 and corresponding articulating torque transfer joints, which are illustrated as a constant velocity joints 142.
  • Other types of joints may be used, such as, but not limited to universal, tripod, Cardan, double-Cardan and plunging constant velocity joints.
  • the shaft elements 132, 134, 136, 138 and joints 142 may be used to transmit torque from both a power transfer unit (PTU) 150, secondary drive unit 186 and a transmission 114 to a plurality of wheels 144.
  • PTU power transfer unit
  • the engine 112 may be affixed to the transmission 114 through a motor that is fixed to a transmission input shaft (not shown) to provide torque to the transmission 114.
  • the torque may be transmitted through a series of gears (not shown), within the transmission 114, and ultimately to a transmission output shaft 116 that may be at a parallel offset from the transmission input shaft.
  • the transmission 114 may be affixed directly to the PTU 150 or a differential 140 may be utilized between the transmission 114 and the PTU 150, depending on the position of the transmission 114.
  • the PTU 150 may be rotatively connected to the transmission output shaft 1 16 through an input shaft 118.
  • the first front shaft 132 is generally configured extending from the transmission 114, which may include the differential 140 or it may be positioned within the input shaft 118 to extend exteriorly from one end of the PTU 150, and the second front shaft 134 may extend from an opposite end at a front output side 120 of PTU 150.
  • the PTU 150 may include an output 122 to transmit torque to a differential disconnect 300 of a secondary drive unit, which, in one exemplary embodiment, may be a rear drive unit (RDU) to drive the rear wheels 144 through a propeller shaft 160.
  • the differential disconnect 300 includes an input 182, a first output 184 configured to transmit torque to a wheel 144 through a first rear shaft 136, and a second output 186 configured to transmit torque to a wheel 144 through a second rear shaft 138.
  • vehicle drivetrain 100 is merely exemplary. Indeed, a differential disconnect 300 may be employed in other, alternative drivetrain arrangements.
  • the differential disconnect 300 may be utilized in connection with either rear drive units (RDU) or front drive units (FDU).
  • electronic torque differential disconnect assembly 300 which may be installed into a secondary drive unit, is shown.
  • electronic torque differential disconnect assembly 300 comprises an electric motor 302, a reduction gear set 304 and a disconnect differential assembly 306.
  • the electric motor 302 includes an output shaft 308.
  • Gear teeth on output shaft 308 engage with corresponding teeth on a first gear element 310 of reduction gear set 304.
  • First gear element 310 is connected to a second gear element 312 by a shaft element 314.
  • the second gear element 312 operatively engages with gear teeth disposed on an outside surface 315 of a portion of an. actuator assembly 316, to be discussed in further detail below.
  • the disconnect differential assembly 306 comprises actuator assembly 316 (shown in FIGS. 5 and 6), a return spring 318, a differential cover 320 and a differential housing 322.
  • the return spring 318 is disposed between the actuator assembly 316 and the differential cover 320.
  • the differential cover 320 may be welded to a mounting flange 324 of the differential housing 322 at weld point 325 (as shown in FIG. 6).
  • the differential housing 322 may be roll formed to provide a reduced mass and lower cost.
  • Differential housing 322 defines a cavity 326 into which a differential mechanism 327 is disposed.
  • a bearing assembly 325 is disposed between an extension member 344 of the differential mechanism 327 and the differential housing 322, allowing differential housing 322 to rotate with respect to the differential mechanism 327.
  • Differential mechanism 327 also defines a cavity 329 into which side gears 328 are disposed.
  • Side gears 328 are configured to mount to side shafts 136, 138 (as shown in FIGS. 2 and 7). Side gears 328 may be splined to receive side shafts 126, 128.
  • Pinion gears 330 are meshed with side gears 328.
  • a pinion shaft/differential pin 332 holds pinion gears 330 within differential mechanism 327 of differential housing 322.
  • Differential mechanism 327 also includes an annular support flange 334.
  • a plurality of friction plates 336 is mounted about support flange 334.
  • the differential cover 320 includes an annular opening 338 into which a pressure disc 340 (best seen in FIG. 5) extends therethrough.
  • a second bearing assembly 342 is disposed between an extension 344 of the differential mechanism 327 and the differential cover 320.
  • the differential cover 320 is fixedly secured to the differential housing 322.
  • differential cover 320 is welded to the differential housing 322 at a weld point 325 (best seen in FIG. 6). In one exemplary arrangement, weld point 325 may be positioned on the annular flange 324 of differential housing 322.
  • actuator assembly 316 is shown mounted to disconnect differential assembly 306.
  • Actuator assembly 316 comprises pressure disc 340, return spring 318, a needle bearing 346, a rotationally driven/axially moving actuator plate 348, a ball cage 350, a static actuator collar/plate 352, at least one actuator ball 354, and a taper bearing 356.
  • the pressure disc 340 is mounted adjacent to the friction plates 336 and, when actuated, acts against the friction plates 336.
  • the actuator plate 348 and actuator collar 352 are each configured with a series of opposing ball ramps 358, 360, respectively that cooperate with one or more actuator balls 354.
  • the actuator plate 348 is configured for rotational and axial movement with respect to the differential cover 320.
  • Actuator collar 352 is rotationally fixed with respect to the actuator plate 348. Taper bearings 356 are nested within the actuator collar 352, thereby minimizing packaging space. Further, actuator collar 352 includes an inner annular lip 362 (best seen in FIG. 6) that serves to retain taper bearing 356 within actuator collar 352, as well as retain the actuator assembly 316 to the differential assembly 306. Taper bearing 356 is also positioned about an extension 363 of differential cover 352. Taper bearing 356 permits differential housing 322 (and cover 352) to rotate with respect to actuator assembly 316.
  • Bearing 346 Operatively connected to axially slidable actuator plate 348 is a bearing 346.
  • Bearing 346 is positioned between slidable actuator plate 348 and pressure disc 340.
  • Pressure disc 340 further includes a plurality of fingers 364 and an engagement surface 365. Fingers 364 are configured to be disposed in recesses 366 formed in actuator plate 348, when actuator assembly is in a disengaged configuration.
  • Engagement surface 365 is configured to engage with a clutch reaction plate 368, when actuator assembly is in an engagement configuration (as shown in FIG. 6).
  • This arrangement permits axial loading of the friction plates 336, thereby increasing differential stiffness, reducing differential case deflection between the differential case 322 and a drive unit housing, and allowing for a reduced size of taper bearings 356.
  • differential disconnect assembly 300 is shown in an installed condition with a ring gear 370. While not shown, it is understood that differential disconnect assembly 300 is positioned within a housing of the secondary drive unit. With this arrangement, unlike the prior art, the differential disconnect assembly 300 is not positioned in front of secondary drive unit housing, thereby reducing mass and overall packaging size of the assembly, including eliminating a support bearing assembly. A lower number of bearings within the assembly reduce drag of the overall drive unit assembly. Further, motor 302 (shown in FIG. 3), may also be mounted to the secondary drive unit housing, which further serves to eliminate a reduction gear housing, for both mass and cost savings.
  • Ring gear 370 (shown in FIG. 7) is fixedly secured to differential housing 322.
  • ring gear 370 is welded to the differential housing 322 such that rotation of the ring gear 370 causes differential housing .322 to rotate. Further, by welding ring gear 370 to differential housing 322, reduced mass of the assembly, as well as reduced cost, may be achieved as compared to a bolted arrangement.
  • Ring gear 370 is configured to engage with a driven pinion gear 372.
  • a bearing 374 is positioned around differential housing 322 and is configured to permit differential housing 322 to rotate with respect to a housing for the secondary drive unit (not shown).
  • the actuator assembly 316 is retained to the differential cover 320 by annular lip 362 disposed on the inner diameter of the differential cover 320. More specifically, the taper bearing 356 is press fit within the differential cover 320, until seated therein. The press fit serves to retain bearing 356 in place during shipment. Moreover, once installed, the outer edge of bearing 356 is coplanar with an outer edge of the differential cover 320. Once installed in the secondary drive unit housing, the preloaded bearing creates clearance in the roller contact area. Shims 376 may be disposed on the end of differential cover 320 and differential housing 322.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Retarders (AREA)

Abstract

La présente invention se rapporte à un ensemble de désolidarisation de différentiel qui comprend un élément de carter de différentiel, un élément de couvercle de différentiel, un jeu d'engrenages différentiels, un ensemble distribution de couple et un ensemble actionneur. Le jeu d'engrenages différentiels est agencé et supporté dans l'élément de carter de différentiel. L'ensemble distribution de couple comprend un ensemble plaque de frottement disposé dans l'élément de carter de différentiel, un plateau de réaction d'embrayage, un disque de pression et un élément de sollicitation. L'ensemble actionneur est positionné sur l'élément de couvercle de différentiel et comprend en outre un élément coulissant axial et un élément fixé axialement. L'élément coulissant axial est configuré pour faire coulisser axialement le disque de pression en contact avec le plateau de réaction d'embrayage. L'ensemble dispositif de désolidarisation de différentiel est configuré pour être disposé dans un carter d'unité d'entraînement secondaire.
PCT/IB2013/002170 2012-08-09 2013-09-30 Dispositif de désolidarisation de différentiel de couple électronique de transmission intégrale WO2014024042A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US201261681316P 2012-08-09 2012-08-09
US61/681,316 2012-08-09

Publications (2)

Publication Number Publication Date
WO2014024042A2 true WO2014024042A2 (fr) 2014-02-13
WO2014024042A3 WO2014024042A3 (fr) 2014-05-22

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PCT/IB2013/002170 WO2014024042A2 (fr) 2012-08-09 2013-09-30 Dispositif de désolidarisation de différentiel de couple électronique de transmission intégrale

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115217857A (zh) * 2022-06-10 2022-10-21 浙江吉利控股集团有限公司 一种离合器脱开机构和车辆

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4611505A (en) * 1985-09-30 1986-09-16 Caterpillar Inc. Vehicular differential drive assembly and mounting means therefor
US5845546A (en) * 1997-04-04 1998-12-08 Borg-Warner Automotive, Inc. Multiple chamber twin clutch axle
EP1281560A2 (fr) * 2001-08-03 2003-02-05 GKN Automotive Inc. Module d'essieu intégré avec double commande de couple électronique
US7591355B2 (en) * 2006-08-30 2009-09-22 Team Industries, Inc. Disconnect
US20110143878A1 (en) * 2008-08-15 2011-06-16 Peter Juenemann Coupling assembly and driveline assembly for a motor vehicle with multiple driven axles
US8235183B2 (en) * 2008-02-25 2012-08-07 Ausco Products, Inc. Ball ramp brake

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4611505A (en) * 1985-09-30 1986-09-16 Caterpillar Inc. Vehicular differential drive assembly and mounting means therefor
US5845546A (en) * 1997-04-04 1998-12-08 Borg-Warner Automotive, Inc. Multiple chamber twin clutch axle
EP1281560A2 (fr) * 2001-08-03 2003-02-05 GKN Automotive Inc. Module d'essieu intégré avec double commande de couple électronique
US7591355B2 (en) * 2006-08-30 2009-09-22 Team Industries, Inc. Disconnect
US8235183B2 (en) * 2008-02-25 2012-08-07 Ausco Products, Inc. Ball ramp brake
US20110143878A1 (en) * 2008-08-15 2011-06-16 Peter Juenemann Coupling assembly and driveline assembly for a motor vehicle with multiple driven axles

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115217857A (zh) * 2022-06-10 2022-10-21 浙江吉利控股集团有限公司 一种离合器脱开机构和车辆

Also Published As

Publication number Publication date
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