阅读说明：本技术 具有带有双断开式差速器的车辆传动系部件的车辆传动系 (Vehicle drive train having vehicle drive train components with double break differential ) 是由 约瑟夫·S·巴伦德 于 2019-08-21 设计创作，主要内容包括：本公开涉及一种具有带有双断开式差速器的车辆传动系部件的车辆传动系,其中所述车辆传动系部件具有能围绕差速器轴线旋转的差速器输入部、由所述差速器输入部驱动的差速齿轮组、能围绕所述差速器轴线旋转的第一差速器输出部和第二差速器输出部、第一分离式离合器和第二分离式离合器。所述差速齿轮组具有能围绕所述差速器轴线旋转的第一齿轮组输出部和第二齿轮组输出部。所述第一分离式离合器将所述第一差速器输出部选择性地联接到所述第一齿轮组输出部,而所述第二分离式离合器将所述第二差速器输出部选择性地联接到所述第二齿轮组输出部。(The present disclosure relates to a vehicle driveline having a vehicle driveline component with a dual-break differential, wherein the vehicle driveline component has a differential input rotatable about a differential axis, a differential gear set driven by the differential input, first and second differential outputs rotatable about the differential axis, first and second disconnect clutches. The differential gear set has a first gear set output and a second gear set output rotatable about the differential axis. The first disconnect clutch selectively couples the first differential output to the first gear set output, and the second disconnect clutch selectively couples the second differential output to the second gear set output.)

1. A vehicle driveline comprising:

a differential input rotatable about a differential axis;

a differential gear set driven by the differential input, the differential gear set having a first gear set output and a second gear set output rotatable about the differential axis;

a first differential output and a second differential output rotatable about the differential axis;

a first disconnect clutch selectively coupling the first differential output to the first gear set output; and

a second disconnect clutch selectively coupling the second differential output to the second gear set output.

2. The vehicle driveline of claim 1, wherein the differential input is a differential case.

3. The vehicle driveline of claim 2, wherein the first and second differential outputs are side gears received in the differential case.

4. The vehicle driveline of claim 3, wherein the differential gear set further comprises a plurality of differential pinions, each rotatable relative to the differential case and meshingly engaged to at least one of the first and second gear set outputs.

5. The vehicle driveline of claim 4, wherein the differential gear set is a straight-tooth bevel gear set.

6. The vehicle driveline of claim 1, wherein the first disconnect clutch is a first dog clutch.

7. The vehicle driveline of claim 6, wherein the first dog clutch includes a first dog fixedly coupled to the first gear set output and a second dog fixedly coupled to the first differential output.

8. The vehicle driveline of claim 7, wherein a first return spring is disposed between the first and second pawls.

9. The vehicle driveline of claim 7, wherein the second disconnect clutch is a second dog clutch having a third pawl and a fourth pawl, wherein the third pawl is non-rotatably but axially slidably coupled to the second gear set output, and wherein the fourth pawl is fixedly coupled to the second differential output.

10. The vehicle driveline of claim 9, further comprising a return spring disposed between the differential input and the first pawl.

11. The vehicle driveline of claim 9, further comprising an actuator for controlling operation of the first and second disconnect clutches, the actuator having a linear motor with a motor output, a set of first thrust elements disposed between the motor output and the first jaw, and a set of second thrust elements disposed between the motor output and the third jaw.

12. The vehicle driveline of claim 11, wherein the differential input comprises a differential case, wherein the set of first thrust elements comprises a first plurality of pins received through a first axial end of the differential case, and wherein the set of second thrust elements comprises a second plurality of pins received through the first axial end of the differential case.

13. The vehicle driveline of claim 12, wherein the linear motor comprises a solenoid rotatably disposed on a circumferentially extending surface formed on the differential case.

14. The vehicle driveline of claim 1, further comprising:

a housing supporting the differential input for rotation about the differential axis;

a ring gear fixedly coupled to the differential input; and

a pinion gear in meshing engagement with the ring gear, the pinion gear being rotatable about a pinion axis transverse to the differential axis.

15. The vehicle driveline of claim 14, further comprising:

a transfer case; and

a drive shaft coupling the output of the transfer case to the pinion gear.

16. The vehicle driveline of claim 14, further comprising:

a power output unit; and

a propeller shaft coupling an output portion of the power output unit to the pinion gear.

17. A vehicle driveline comprising:

a housing;

an input pinion received in the housing and rotatable about a pinion axis;

a ring gear meshed with the input pinion and rotatable about a differential axis transverse to the differential axis;

a differential assembly having a differential case, a plurality of differential pinions, first and second side gears, a first output member and a second output member, a first split clutch and a second split clutch, the differential case coupled to the ring gear for rotation therewith, the differential case defining a cavity, the pinions received in the cavity and rotatably coupled to the differential case, the first and second side gears received in the cavity and meshingly engaged to the differential pinions, the first and second side gears rotatable about the differential axis, the first output member received in the cavity and disposed between a first axial end of the differential case and the first side gear, the second output member received in the cavity and disposed between an opposite second axial end of the differential case and the second side gear, wherein the first side gear and the second side gear are received between the first output and the second output, the first clutch having a first jaw fixedly coupled to the first side gear, a second jaw fixedly coupled to the first output, and a first biasing spring biasing the second jaw away from the first jaw along the differential axis, the second clutch having a third jaw non-rotatably but axially slidably coupled to the second side gear, a fourth jaw fixedly coupled to the second output, and a second biasing spring biasing the third jaw away from the fourth jaw along the differential axis; and

an actuator having an electromagnet, a plunger, a plurality of first pins, and a plurality of second pins, the electromagnet rotatably disposed on an outer surface of the differential case, the plunger received on the outer surface of the differential case and disposed axially along the differential axis between the first axial end of the differential case and the electromagnet, the first pins extending through the first end of the differential case and disposed in a first load transfer path between the plunger and the second jaw, the second pins extending radially outward of the first pins through the first end of the differential case, the second pins disposed in a second load transfer path between the plunger and the third jaw;

wherein operation of the electromagnet to move the plunger along the differential axis toward the first axial end of the differential case causes corresponding movement of the first and second pins to engage the second jaw portion to the first jaw portion and the third jaw portion to the fourth jaw portion.

18. The vehicle driveline of claim 17, further comprising a first shaft received in the differential case and non-rotatably coupled to the first output and a second shaft received in the differential case and non-rotatably coupled to the second output.

Technical Field

The present disclosure relates to a vehicle powertrain having a vehicle powertrain component with a dual disconnecting differential.

Background

Vehicles with a disconnected drive train are becoming more common in modern vehicles. For example, a disconnected all-wheel drive driveline provides all-wheel drive capability in some situations where additional traction is required, but may be disconnected to allow the driveline to operate in a two-wheel drive mode in order to improve fuel economy. A disconnected all-wheel drive driveline typically includes: a primary axle, which is typically a front axle; a secondary axle; and a power output unit that can transmit power between the primary axle and the secondary axle; a first disconnect-type clutch that can selectively interrupt power transmission between the power output unit and the sub-axle; and one or more second disconnect clutches that may selectively interrupt power transfer between the secondary axle and one or more vehicle wheels driven by the secondary axle.

Certain breakaway driveline configurations, such as those having a secondary axle that selectively disconnects one wheel from one of the outputs of the differential assembly in the secondary axle, provide a torque transfer path between the unbroken wheel and the differential assembly, which allows the gearing within the differential assembly to be "back-driven" when the secondary axle is operating in the disconnected mode. Such configurations do not maximize the fuel economy that can be achieved through the disconnect of the secondary axle.

For example, other disconnect driveline configurations that disconnect two wheels from the output of a differential assembly in a secondary axle via multiple clutches or couplings are not entirely satisfactory because they require multiple actuators and/or take up too much space. There remains a need in the art, therefore, for a breakaway drive train having an improved breakaway secondary axle in which both wheels driven by the secondary axle can be decoupled from the differential assembly of the secondary axle.

Disclosure of Invention

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 a vehicle driveline having a differential input rotatable about a differential axis, a differential gear set driven by the differential input, first and second gear set outputs rotatable about the differential axis, first and second disconnect clutches. The differential gear set has a first gear set output and a second gear set output rotatable about the differential axis. The first disconnect clutch selectively couples the first differential output to the first gear set output, and the second disconnect clutch selectively couples the second differential output to the second gear set output.

In another form, the present disclosure provides a vehicle driveline including a housing, an input pinion, a ring gear, a differential assembly, and an actuator. The input pinion is received in the housing and is rotatable about the pinion axis. The ring gear is meshed with the input pinion gear and is rotatable about a differential axis transverse to the pinion axis. The differential assembly has a differential case, a plurality of differential pinions, first and second side gears, first and second output members, first and second disconnect clutches. The differential case defines a cavity and is coupled to the ring gear for rotation therewith. The pinion gear is received in the cavity and is rotatably coupled to the differential case. The first and second side gears are received in the cavity and are meshingly engaged to the differential pinion. The first and second side gears are rotatable about the differential axis. The first output member is received in the cavity and is disposed between the first axial end of the differential case and the first side gear. The second output member is received in the cavity and is disposed between an opposite second axial end of the differential case and the second side gear. The first and second side gears are received between the first and second outputs. The first clutch has a first pawl fixedly coupled to the first side gear, a second pawl fixedly coupled to the first output, and a first biasing spring biasing the second pawl away from the first pawl along the differential axis. The second clutch has a third pawl portion non-rotatably but axially slidably coupled to the second side gear, a fourth pawl portion fixedly coupled to the second output portion, and a second biasing spring biasing the third pawl portion away from the fourth pawl portion along the differential axis. The actuator has an electromagnet, a plunger (plunger), a plurality of first pins and a plurality of second pins. The electromagnet is rotatably disposed on an outer surface of the differential case. The plunger is received on the outer surface of the differential case and is disposed axially along the differential axis between the first axial end of the differential case and the electromagnet. The first pin extends through the first end of the differential case and is disposed in a first load transfer path between the plunger and the second pawl. The second pin extends through the first end of the differential case radially outward of the first pin. The second pin is provided in a second load transmission path between the plunger and the third claw portion. Operation of the electromagnet to move the plunger along the differential axis toward the first axial end of the differential case causes corresponding movement of the first and second pins to engage the second jaw portion to the first jaw portion and the third jaw portion to the fourth jaw portion.

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 partially cut-away perspective view of an exemplary vehicle driveline component constructed in accordance with the teachings of the present disclosure;

FIG. 2 is a longitudinal cross-sectional view of a portion of the vehicle driveline components of FIG. 1, showing the breakaway differential assembly in greater detail, with the first and second disconnect clutches shown in a disengaged state;

FIG. 3 is an exploded perspective view of the breakaway differential assembly;

FIG. 4 is an exploded perspective view of a portion of the breakaway differential assembly showing the first disconnect clutch in greater detail;

FIG. 5 is a side view of a portion of the breakaway differential assembly showing the dog ring of the second disconnect clutch in greater detail;

FIG. 6 is a cross-sectional view taken along line 6-6 of FIG. 5;

FIG. 7 is a side elevational view of a portion of the disconnect differential assembly showing the dog member (dog member) of the second disconnect clutch and the gearset output of the differential gearset;

FIG. 8 is a cross-sectional view taken along line 8-8 of FIG. 7;

FIG. 9 is a perspective view of a portion of the breakaway differential assembly showing the portion of the second disconnect clutch rotatably coupled to the differential output;

FIG. 10 is a side view of the differential output and a portion of the second split clutch depicted in FIG. 9;

FIG. 11 is a cross-sectional view similar to that of FIG. 2, but depicting the first and second disconnect clutches in an engaged state;

FIG. 12 is a schematic illustration of an exemplary all-wheel drive powertrain wherein the vehicle powertrain component constructed in accordance with the teachings of the present disclosure is a rear axle assembly; and

FIG. 13 is a schematic illustration of an exemplary four-wheel drive driveline wherein the vehicle driveline component constructed in accordance with the teachings of the present disclosure is a front axle assembly.

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

Detailed Description

Referring to FIG. 1, an exemplary vehicle powertrain component constructed in accordance with the teachings of the present disclosure is generally indicated by reference numeral 10. In the particular example provided, the vehicle driveline component 10 is an axle assembly, but it should be understood that the vehicle driveline component may be configured differently. For example, the vehicle driveline components 10 may include a transfer case, a power take off unit, or a center differential.

The vehicle driveline component 10 may include a housing 12, an input pinion 14, a ring gear 16, a (disconnect) differential assembly 18, first and second output shafts 20, 22, and an actuator 24 (fig. 2). The housing 12 defines a cavity 28 in which the input pinion 14, the ring gear 16, and the second differential assembly 18 are received. The input pinion 14 is supported by the housing 12 for rotation about a pinion axis 30. Ring gear 16 meshes with input pinion 14 and is rotatable about a differential axis 32 transverse to pinion axis 30. The vehicle driveline component 10 is operable in a connected mode, in which rotational power received from the driveshaft 36 is transmitted through the differential assembly 18 to drive a pair of drive wheels (not shown), and a disconnected mode, in which the drive wheels are rotatably decoupled from respective outputs of the differential assembly 18.

Referring to fig. 2 and 3, the differential assembly 18 may include a differential input 40, a differential gear set 42, first and second differential outputs 44, 46, a first disconnect clutch 48, and a second disconnect clutch 50. Differential input 40 is coupled to ring gear 16 for rotation about differential axis 32 and is configured to input rotational power into differential gear set 42.

Referring to fig. 2 and 3, the differential input 40 may be configured differently depending on the particular configuration of the differential gear set 42. For example, if the differential gear set 42 has a spur planetary gear configuration, the differential input 40 may be an internal gear (not shown) formed into the ring gear 16 or coupled to the ring gear 16. In the example provided, the differential input 40 is a differential case 54 that defines an interior case cavity 56. The differential case 54 is shown as having a two-piece construction with a case member 60 and a cover 62 fixedly coupled to the case member 60. This manner of construction may facilitate assembly of the differential gear set 42 with the first and second disconnect clutches 48, 50 into the case cavity 56, but it should be understood that the differential case 54 may be constructed differently.

The differential gear set 42 has a first gear set output 70 and a second gear set output 72, respectively, that are rotatable about the differential axis 32. The differential gear set 42 may have any desired configuration, such as a spur planetary configuration (not shown) in which the first and second gear set outputs 70, 72 may be a sun gear and a carrier, or may be a pair of sun gears; a configuration employing helical pinions and side gears (not shown) in which the first gear set output 70 and the second gear set output 72 are side gears; or the configuration shown, in which the differential gear set 42 includes a differential pinion 76 and first and second side gears 78, 80, respectively, having straight-toothed bevel gear teeth. Differential pinion 76 is coupled to differential case 54 for rotation about respective pinion axes, and differential pinion 76 is in meshing engagement with first side gear 78 and second side gear 80. In the illustrated example, two differential pinions 76 are employed, with the differential pinions 76 being rotatably mounted on a cross-pin 82, the cross-pin 82 being fixedly coupled to the differential case 54 so as to be perpendicular to the differential axis 32. Further, in the example provided, the first side gear 78 is the first gear set output 70 and the second side gear 80 is the second gear set output 72.

The first and second differential outputs 44, 46 may be sleeve-like structures having internally splined bores 86, and externally splined sections 88 on an associated one of the first and second output shafts 20, 22 may be received in the internally splined bores 86, thereby non-rotatably coupling the first differential output 44 to the first output shaft 20 and the second differential output 46 to the second output shaft 22. The opposite ends of the first output shaft 20 and the second output shaft 22 may be drivingly coupled to respective ones of the drive wheels.

The first and second disconnect clutches 48, 50 may be any type of clutch that may be received in the case cavity 56 to selectively couple the first and second gear set outputs 70, 72 to the first and second differential outputs 44, 46, respectively. In the particular example provided, each of the first and second disconnect clutches 48, 50 is a dog clutch.

Referring to fig. 4, the first disconnect clutch 48 may include a first pawl portion 90, a second pawl portion 92, and a first return spring 94. The first pawl 90 may be fixedly coupled to the first gear set output 70 and may include a plurality of first engagement features 96 (such as face teeth), which first engagement features 96 may axially project from the first gear set output 70 toward the second pawl 92. The second pawl portion 92 may be fixedly coupled to the first differential output 44 and may include a plurality of second engagement features 98, the plurality of second engagement features 98 configured to matingly engage the first engagement features 96 on the first pawl portion 90. In the example provided, the second pawl portion 92 is an annular flange that projects radially outward from the first differential output 44, and the second engagement feature 98 comprises a hole in the annular flange. If desired, the first engagement feature 96 may be formed with a predetermined amount of reverse taper (e.g., 1.5 degrees per side) and/or the second engagement feature 98 may be formed with a corresponding amount of positive taper (e.g., 1.5 degrees per side) to allow the first and second engagement features 96, 98 to more easily engage one another. The first return spring 94 may be disposed between the first and second pawls 90, 92 and may bias the second pawl 92 (and the first differential output 44) along the differential axis 32 in a direction toward an inner surface 100 (fig. 2) of a first axial end 102 (fig. 2) of the differential case 54 (fig. 2).

Returning to fig. 3, the second disconnect clutch 50 may include a third pawl portion 110, a fourth pawl portion 112, and a second return spring 114. The third jaw portion 110 may include a jaw ring 120 and a jaw member 122.

Referring to fig. 2, 5, and 6, the pawl ring 120 may have an annular body 126 and a plurality of pawl teeth 128, the plurality of pawl teeth 128 being disposed around a periphery of the annular body 126 and extending radially inward from the annular body 126. The pawl ring 120 may be received in a counterbore 130 formed in the differential case 54 and may be translatable relative to the differential case 54 along the differential axis 32.

Referring to fig. 7 and 8, the pawl member 122 may include a first tooth 136, the first tooth 136 being formed around a periphery of the second gear set output 72. Further, referring to fig. 2 and 5, the pawl teeth 128 of the pawl ring 120 may be engaged to the first teeth 136 of the pawl member 122 and may be slidable over the first teeth 136. In this manner, pawl ring 120 and pawl member 122 are coupled to one another for common rotation about differential axis 32.

Referring to fig. 2, 9, and 10, the fourth pawl portion 112 may be fixedly coupled to the second differential output 46 and may include a plurality of second teeth 140, the plurality of second teeth 140 configured to matingly engage the pawl teeth 128 (fig. 5) on the pawl ring 120. In the example provided, the fourth jaw 112 is an annular flange 142 that projects radially outward from the second differential output 46, and the second teeth 140 project radially outward from the annular flange 142. If desired, the pawl teeth 128 (FIG. 5) and the second teeth 140 may be formed with a predetermined amount of back taper (e.g., 1.5 degrees per side) to allow the pawl teeth 128 (FIG. 5) and the second teeth 140 to more easily engage one another.

As shown in fig. 2, the second return spring 114 may be disposed between the pawl ring 120 and the second axial end 150 of the differential case 54. In the example provided, the second return spring 114 is a wave spring that is received in an annular groove 152 formed in the differential case 54. The second return spring 114 may bias the dog ring 120 away from the second differential output 46.

The actuator 24 is configured to simultaneously control operation of the first and second disconnect clutches 48, 50 and may include a linear motor 160, a set of first thrust elements 162 and a set of second thrust elements 164. Linear motor 160 has a motor output 170, and motor output 170 is configured to move a set of first thrust elements 162 and a set of second thrust elements 164. In the example provided, the linear motor 160 is a conventional solenoid having an electromagnet 180, an armature 182, and a plunger 184, but it should be understood that other types of linear motors include hydraulic or pneumatic cylinders, and further, the solenoid may have a bi-stable configuration that allows the solenoid to be maintained in a desired state (i.e., extended or retracted) without the need for constant power. The solenoid may be received on an outer circumferentially extending surface 190 proximate the first axial end 102 of the differential case 54. A bushing 192 may be disposed between the electromagnet 180 and the differential case 54 to allow relative rotation between the solenoid and the differential case 54. The outer snap ring 196 may be received in a groove 198 formed in the differential case 54 and may limit movement of the solenoid along the differential axis 32 in a direction away from the first axial end 102 of the differential case 54. The armature 182 may be coupled to the first axial end 102 of the differential case 54 (e.g., integrally and unitarily formed with the first axial end 102). The plunger 184, which in the example provided is fixedly coupled to the electromagnet 180, is the motor output 170 of the linear motor 160 in the example provided. The plunger 184 may be disposed between the first axial end 102 of the differential case 54 and the electromagnet 180 along the differential axis 32. It will be appreciated that operation of the electromagnet 180 will cause a corresponding translation of the electromagnet 180 and plunger 184 along the differential axis 32. However, it should be understood that the solenoid may be configured such that the armature 182 is formed separately from the differential case 54, and the plunger 184 and the armature 182 are coupled to each other for movement relative to the electromagnet 180 along the differential axis 32.

Referring to fig. 2 and 3, a set of first thrust elements 162 may be disposed between the motor output 170 (i.e., the plunger 184 in the example provided) and the second jaw 92, while a set of second thrust elements 164 may be disposed between the motor output 170 and the jaw ring 120. The set of first thrust elements 162 may include a plurality of first pins received through the first axial end 102 of the differential case 54. The first pin is provided in the first load transmission path between the plunger 184 and the second pawl portion 92. The set of second thrust elements 164 may include a plurality of second pins received through the first axial end 102 of the differential case 54 radially outward of the first pins. The second pin is disposed in a second load transfer path between the plunger 184 and the dog ring 120.

In operation of the vehicle driveline component 10, the first return spring 94 biases the second pawl portion 92 out of engagement with the first pawl portion 90 (as shown in fig. 2), and the second return spring 114 biases the dog ring 120 out of engagement with the fourth pawl portion 112 (as shown in fig. 2), thereby disengaging the first and second clutch outputs 44, 46 from the first and second gear set outputs 70, 72. In this state, the two drive wheels are rotationally decoupled from the differential gear set 42, whereby none of the components of the differential gear set 42 (i.e., the first and second side gears 78, 80 and the differential pinion gear 76) are back-driven by the drive wheels, which may provide improved fuel economy. It will be appreciated that the force exerted by the first and second return springs 94, 114 urges the first and second thrust members 162, 164 away from the first jaw portion 90 along the differential axis 32 such that the electromagnet 180 abuts the outer snap ring 196.

Referring to fig. 3 and 11, electrical energy may be provided to the electromagnet 180 to cause the electromagnet 180 (and the plunger 184) to travel along the differential axis 32 toward the first axial end 102 of the differential case 54. Movement of the plunger 184 in this manner causes corresponding movement of the first and second thrust elements 162, 164, which drives the second jaw portion 92 and the jaw ring 120 into engagement with the first and fourth jaw portions 90, 112, respectively, as shown in fig. 11. The engagement of the first and second pawl portions 90, 92 with one another provides a power path between the first gear set output 70 (i.e., the first side gear 78 in the example provided) and the first differential output 44 through which rotational power may be transmitted. Similarly, engagement of the dog ring 120 with the fourth dog 112 provides a power path between the second gear set output 72 (i.e., the second side gear 80 in the example provided) and the second differential output 46 through which rotational power may be transmitted.

Accordingly, a vehicle driveline component for a disconnected all-wheel drive driveline is provided having a relatively compact and inexpensive differential assembly configured to disconnect two drive wheels from a differential gear set.

Referring to fig. 12, a vehicle driveline component 10 is shown as a rear axle assembly in an all-wheel drive driveline AWDD. In this example, a powertrain PT having an internal combustion engine ICE and a transmission T provides rotational power to a full time drive front axle assembly FAA. The power take-off unit PTU is used to selectively transmit rotary power to the rear axle assembly via the rear propeller shaft RP.

Referring to fig. 13, a vehicle driveline component 10 is shown as a front axle assembly in a four-wheel drive driveline 4 WDD. In this example, a powertrain PT having an internal combustion engine ICE and a transmission T provides rotational power to a transfer case TC. The transfer case TC provides rotational power to the rear axle assembly RAA via the rear propeller shaft RP to drive the rear axle assembly RAA at full time. The transfer case TC is also coupled to a front axle assembly via a front propeller shaft FP. The transfer case TC includes a clutch (not specifically shown) that allows selective transfer of rotational power to the front axle assembly.