CN104819282A - Hydraulic modular power transfer unit assembly including a disconnect mechanism - Google Patents
Hydraulic modular power transfer unit assembly including a disconnect mechanism Download PDFInfo
- Publication number
- CN104819282A CN104819282A CN201510052518.4A CN201510052518A CN104819282A CN 104819282 A CN104819282 A CN 104819282A CN 201510052518 A CN201510052518 A CN 201510052518A CN 104819282 A CN104819282 A CN 104819282A
- Authority
- CN
- China
- Prior art keywords
- piston
- clutch
- separating mechanism
- power
- shaft
- Prior art date
- Legal status (The legal status 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 status listed.)
- Pending
Links
Classifications
-
- 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
- B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
- B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
-
- 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
- B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
- B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
- B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D11/00—Clutches in which the members have interengaging parts
- F16D11/14—Clutches in which the members have interengaging parts with clutching members movable only axially
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
- F16D25/061—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having interengaging clutch members
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
A power transfer unit assembly transfers torque from a powertrain to a propeller shaft. The power transfer unit assembly includes an input shaft, a transfer shaft, and a disconnect mechanism disposed between the input shaft and the transfer shaft. The transfer shaft is meshingly engaged with the driven member. The input shaft is selectively rotatably driven by the powertrain about a first axis of rotation and the drive member is selectively rotatably driven by the powertrain about a second axis of rotation. The disconnect mechanism is selectively engaged and disengaged. When the disconnect mechanism is engaged, torque is transferred from the input shaft to the driven member, via the transfer shaft. When the disconnect mechanism is disengaged, the input shaft is disconnected from the transfer shaft such that torque is not transferred from the input shaft to the driven member.
Description
Technical field
The present invention generally includes hydraulic power transfer unit assembly, and it comprises the separating mechanism used for the automatic transmission line pressure of all-wheel drive vehicles.
Background technique
Power transimission unit (PTU) is used in some vehicles, the driving torque provided from motor and speed changer to be assigned to two rear wheels of right front wheel and vehicle.In some other structures, right axle is through PTU and do not think a part of PTU.Such as, some power transimission unit only transmit torque to cardan shaft from lateral velocity variation device differentiator, semiaxis after cardan shaft is driven by rear differential device subsequently.Hyperboloid tooth wheels are often for realizing 90 degree of rotations along driving direction between anterior differentiator loader spin axis and cardan shaft spin axis.The available torque ratio of hyperboloid tooth wheels depends on the relative tooth counts of hyperboloid ring gear and small gear.The diameter of these gears is limited by available encapsulated space.
Summary of the invention
One aspect of the invention provides power transimission unit block, for by moment of torsion from Power Train be optionally delivered to vehicle by driving component.Power transimission unit block comprises input shaft, passing shaft, cardan shaft and separating mechanism.Input shaft is rotatably driven around the first spin axis by the output shaft of Power Train.Passing shaft is concentrically around input shaft.Passing shaft has the first helical gear.First helical gear is configured to engage with by driving component engage, rotatably optionally to drive by driving component around the second spin axis.Separating mechanism is arranged between input shaft and passing shaft.Separating mechanism is configured to pass input shaft and optionally drives passing shaft.When its disengagement, input shaft is separated with passing shaft and moment of torsion is not delivered to by driving component.Equally, when separating mechanism is in engagement positio, input shaft is operatively connected to passing shaft and moment of torsion is delivered to by driving component from input shaft.
Another aspect of the present invention provides a kind of Power Train for vehicle.Power Train comprises speed changer, anterior differentiator, spiral gear, cardan shaft and power transimission unit block.Speed changer comprises output link.Anterior differentiator comprises differentiator loader.Spiral gear is operatively attached to the differentiator loader of anterior differentiator, thus speed changer output link is configured to rotate consistent with differentiator loader.Differentiator loader rotates around the first spin axis.Power transimission unit block comprises input shaft, passing shaft and separating mechanism.Input shaft is configured to rotatably be driven around the first spin axis by differentiator loader.Passing shaft is concentrically around input shaft.Passing shaft has the first helical gear.First helical gear engages with cardan shaft and engages, optionally rotatably to drive cardan shaft around the second spin axis.Separating mechanism is arranged between input shaft and passing shaft.Separating mechanism is configured to pass input shaft and optionally drives passing shaft.When separating mechanism is opened, input shaft is separated with passing shaft and moment of torsion is not delivered to cardan shaft.Equally, when separating mechanism is in engagement positio, input shaft is operatively connected to passing shaft and moment of torsion is delivered to cardan shaft from input shaft.
This structure considerably reduce towing and noise, vibration, not compliance (NVH).When separating mechanism is in a disengaged position input shaft from first helical gear be separated thus moment of torsion can not be delivered to the first helical gear from input shaft.When separating mechanism is in engagement positio, input shaft is operatively connected to the first helical gear, is delivered to the first helical gear to make moment of torsion from input shaft.
The invention provides a kind of power transimission unit block, for optionally by moment of torsion from Power Train be delivered to vehicle by driving component, described power transimission unit block comprises: input shaft, is configured to rotatably be driven around the first spin axis by the output shaft of Power Train; Passing shaft, concentrically around input shaft, passing shaft has the first helical gear; Wherein the first helical gear is configured to engage with by driving component engage, rotatably optionally to drive by driving component around the second spin axis; And separating mechanism, be arranged between input shaft and passing shaft, wherein separating mechanism is configured to optionally drive passing shaft by input shaft; Wherein when separating mechanism is thrown off, input shaft to be separated and moment of torsion is not passed to by driving component from passing shaft, and input shaft is operatively connected to passing shaft and moment of torsion is delivered to by driving component from input shaft when separating mechanism is in engagement positio.
In described power transimission unit block, separating mechanism comprises: piston; And clutch, be set to axial adjacent piston; Wherein piston can axially move to the second place in response to the applying of the power to piston from primary importance; Wherein clutch optionally can axially move to engagement positio from disengaged position in response to the motion of piston from primary importance to the second place.
In described power transimission unit block, input shaft comprises setting first group of tooth on the outer periphery; Wherein the first helical gear comprises setting second group of tooth on the outer periphery; Wherein when separating mechanism is in a disengaged position, clutch is radially around input shaft, thus clutch engages first group of tooth slidably; Wherein when separating mechanism is in engagement positio, clutch is radially around input shaft and the first helical gear, thus clutch engages first group of tooth and second group of tooth slidably.
In described power transimission unit block, clutch is the dog-clutch comprising multiple internal tooth; Wherein when separating mechanism is in a disengaged position, internal tooth only becomes meshing relation with first group of tooth; Wherein when separating mechanism is in a disengaged position, internal tooth becomes meshing relation with first group of tooth with second group of tooth.
In described power transimission unit block, clutch comprises the first side and second side contrary with the first side; Wherein piston comprises on the pressure side and the applying side relative with the first side; Wherein the applying side shaft of piston is to being set to become contact relation with the first side of piston; Wherein piston can axially move to the second place in response to the applying of the power to piston pressure side from primary importance.
Described power transimission unit block comprises further: housing, substantially around helical gear; And covering shell, be attached to housing and substantially around separating mechanism; Wherein covering shell limits at least in part around the hole of the first spin axis; Wherein separating mechanism is at least partially disposed in hole, thus separating mechanism is communicated with hole fluid; Wherein hole is configured to optionally to receive the fluid under pressure, thus power is applied to separating mechanism, to engage separating mechanism, operatively to connect input shaft and passing shaft.
In described power transimission unit block, separating mechanism comprises: piston; And clutch, be set to axial adjacent piston; Wherein piston can axially move to the second place in response to the applying of the power to piston from primary importance; Wherein clutch optionally can axially move to engagement positio from disengaged position in response to the motion of piston from primary importance to the second place.
In described power transimission unit block, clutch comprises the first side and second side contrary with the first side; Wherein piston comprises on the pressure side and the applying side relative with the first side; Wherein the applying side shaft of piston is to being set to become contact relation with the first side of piston; Wherein piston can axially move to the second place in response to the applying of the power to piston pressure side from primary importance.
In described power transimission unit block, piston is at least partially disposed in hole, thus be on the pressure side communicated with hole fluid and the applying side shaft of piston to being set to become contact relation with the first side of piston; Wherein hole is configured to optionally to receive the fluid under pressure, thus power is applied to piston on the pressure side.
In described power transimission unit block, separating mechanism comprises return spring further, described return spring is axially set to clutch-adjacent, thus return spring axially applies spring force, with the power axial opposed of the fluid acted on piston to the second side of clutch; Wherein when the power acting on the fluid on piston exceedes the spring force of effect return spring on the clutch, clutch axially moves to engagement positio from disengaged position; Wherein when the spring force acting on return spring on the clutch exceedes the power of the fluid acted on piston, clutch axially moves to disengaged position from engagement positio.
In described power transimission unit block, piston is included at least one valve of one-way fluid communication between hole and the second cavity, thus fluid is allowed through valve from hole flow to the second cavity.
In described power transimission unit block, the first spin axis is substantially vertical with the second spin axis and partially open, thus the first spin axis and the second spin axis non-intersect.
The invention provides a kind of Power Train for vehicle, this Power Train comprises: speed changer, comprises output link; Anterior differentiator, comprises differentiator loader; Spiral gear, is operatively attached to the differentiator loader of anterior differentiator, thus speed changer output link is configured to rotate consistent with differentiator loader; Wherein differentiator loader can rotate around the first spin axis; Cardan shaft, can rotate around the second spin axis; With power transimission unit block, for optionally moment of torsion being delivered to cardan shaft from differentiator loader, power transimission unit block comprises: input shaft, is configured to rotatably be driven around the first spin axis by differentiator loader; Passing shaft, concentrically around input shaft, passing shaft has the first helical gear; Wherein the first helical gear engages with cardan shaft and engages, rotatably optionally to drive cardan shaft around the second spin axis; And separating mechanism, be arranged between input shaft and passing shaft, wherein separating mechanism is configured to optionally drive passing shaft by input shaft; Wherein when separating mechanism is thrown off, input shaft to be separated and moment of torsion is not passed to cardan shaft from passing shaft, and input shaft is operatively connected to passing shaft and moment of torsion is delivered to cardan shaft from input shaft when separating mechanism is in engagement positio.
In described Power Train, separating mechanism comprises: piston; And clutch, be set to axial adjacent piston; Piston can axially move to the second place in response to the applying of the power to piston from primary importance; Wherein clutch optionally can axially move to engagement positio from disengaged position in response to the motion of piston from primary importance to the second place.
In described Power Train, input shaft comprises setting first group of tooth on the outer periphery; Wherein the first helical gear comprises setting second group of tooth on the outer periphery; Wherein when separating mechanism is in a disengaged position, clutch is radially around input shaft, thus clutch engages first group of tooth slidably; Wherein when separating mechanism is in engagement positio, clutch is radially around input shaft and the first helical gear, thus clutch engages first group of tooth and second group of tooth slidably.
In described Power Train, clutch comprises the first side and second side contrary with the first side; Wherein piston comprises on the pressure side and the applying side relative with the first side; Wherein the applying side shaft of piston is to being set to become contact relation with the first side of piston; Wherein piston can axially move to the second place in response to the applying of the power to piston pressure side from primary importance.
Described Power Train comprises further: housing, substantially around helical gear; Covering shell, is attached to housing and substantially around separating mechanism; Wherein covering shell limits at least in part around the hole of the first spin axis; Wherein piston is at least partially disposed in hole, thus be on the pressure side communicated with hole fluid and the applying side shaft of piston to being set to become contact relation with the first side of piston; Wherein hole is configured to optionally to receive the fluid under pressure, thus power is applied to piston on the pressure side.
In described Power Train, separating mechanism comprises return spring further, described return spring is axially set to clutch-adjacent, thus return spring axially applies spring force, with the power axial opposed of the fluid acted on piston to the second side of clutch; Wherein when the power acting on the fluid on piston exceedes the spring force of effect return spring on the clutch, clutch axially moves to engagement positio from disengaged position; Wherein when the spring force acting on return spring on the clutch exceedes the power of the fluid acted on piston, clutch axially moves to disengaged position from engagement positio.
Described Power Train comprises further: bearing, is arranged between covering shell and the first helical gear shaft portion; And lip seal member, be arranged between the first helical gear shaft portion and covering shell; Its middle shell and covering shell limit containing the first and second helical gear first cavitys; Wherein covering and covering shell limit the second cavity containing separating mechanism; Wherein covering shell and lip seal member are substantially by the first cavity and the second cavity isolation, allow the first fluid in the first cavity and the second fluid in the second cavity to isolate thus; Wherein piston is included at least one valve of one-way fluid communication between hole and the second cavity, thus fluid is allowed through valve from hole flow to the second cavity.
In described Power Train, cardan shaft comprises radially around the second helical gear of the second spin axis; Wherein the second helical gear becomes meshing relation with the first helical gear, thus the first spin axis is substantially vertical with the second spin axis and partially open, and the first spin axis and the second spin axis non-intersect.
Above-mentioned the features and advantages of the present invention and other feature and advantage easily can be understood in the detailed description that enforcement better model of the present invention is made hereafter carried out by reference to the accompanying drawings.
Accompanying drawing explanation
Fig. 1 is the explanatory view of the vehicle with Power Train, and Power Train comprises power transimission unit.
Fig. 2 A is schematic section cross section and the partial view of vehicle, and vehicle has Power Train, and Power Train has the power transimission unit block around anterior semiaxis.
Fig. 2 B is schematic section cross section and the partial view of a part for the power transimission unit block of Fig. 2 A, and described power transimission unit block has separating mechanism, and wherein separating mechanism is shown as and is in a disengaged position and engagement positio.
Embodiment
See accompanying drawing, wherein identical in a few width figure reference character instruction same parts, Fig. 1 shows the vehicle 10 with Power Train 12.Power Train 12 comprises motor 14, speed changer 16, anterior differentiator 26 and power transimission unit 28.Motor 14 drive speed transmission 16, it can be multi-speed transmission 16.Motor 14 has engine cylinder-body 15.Bent axle 17 extends from engine cylinder-body 15, to be connected with transmission input member (not shown), as understood by those skilled in the art.Speed changer 16 can comprise gear transmission structure and multiple can manually or hydraulic pressure engage clutch, described clutch provides moment of torsion at transmission output shaft 20 place, as shown in Figure 1A.Alternatively, stepless speed variator structure can be used, to replace gear transmission structure and clutch.Speed changer 16 has case of transmission 18.
Referring now to Fig. 2 A, transmission output shaft 20 comprises output gear 21 (such as helical gear, spiral gear etc.), described output gear engages with actuation gear 22 (such as helical gear, spiral gear etc.), be attached to described drive gear operations the loader 24 of anterior differentiator 26, thus the rotation of transmission output shaft 20 makes loader 24 rotate.Transmission output shaft 20 can also be connected to loader 24 via chain driving structure.Anterior differentiator 26 is also referred to herein as speed changer differentiator 26.Anterior differentiator 26 is arranged in case of transmission 18.Differentiator 26 comprises small gear 30A, 30B of interconnection, and described small gear is usually consistent with differentiator loader 24 to be rotated.Small gear 30A, 30B engage with side gear 32A, 32B.Side gear 32A is installed as and rotates together with the first semiaxis 34A, and described first semiaxis connects for rotate together with front left wheel 33A (Fig. 1).Side gear 32B is installed as and rotates together with the second semiaxis 34B, and described second semiaxis connects for rotate together with right front wheel 33B (Fig. 2).Differentiator spiral gear 22, differentiator loader 24, side gear 32A, 32B and semiaxis 34A, 34B rotate around the first spin axis 36.Speed changer differentiator 26 is designed to the side-side difference allowing wheel velocity, and differentiator loader 24 rotates with the mean velocity of these speed.
Refer again to Fig. 1, differentiator loader 24 is operatively connected to by driving component or cardan shaft 40 by power transimission unit block 38, and cardan shaft is connected to rear wheel 33C by rear differential device 25 again.Cardan shaft 40 comprises small gear 48, itself and hyperboloid ring gear 46 one-tenth meshing relations.Cardan shaft 40 is arranged as and rotates around the second spin axis 42, and described second spin axis is substantially perpendicular to the first spin axis 36 in the embodiment shown, but partially opens with the first spin axis 36 and non-intersect.Namely in FIG, the second spin axis 42 is above or below the transversal plane comprising the first spin axis 36.
Thus, power transimission unit block 38 makes the driving torque being finally provided to front wheel through anterior differentiator 26 by motor 14 also be directed to rear wheel via cardan shaft 40, such as, in a11wheel drive operating mode.
As further described herein, power transimission unit block 38 comprise input shaft 44, have the bevel gear set of the first helical gear 46 and the second helical gear 48 and around and support the stationary housings of helical gear 46,48.Helical gear 46,48 can be Hypoid screw gear, but is not limited thereto.As used herein, the first helical gear 46 is called hyperboloid ring gear 46 and the second helical gear 48 is called small gear 48.
Power transimission unit block 38 is arranged as has torque transfer member, described torque transfer member and single axis (the first spin axis 36) concentricity and rotate around it.Because parts are arranged around single spin axis 36, so total radial dimension of each power transimission unit block 38 can keep relatively little, make be encapsulated in the fixing available package space of adjacent engine cylinder body 15.
Refer again to Fig. 2 A, input shaft 14 extends from differentiator loader 24 along the first spin axis 36, thus input shaft 44 is configured to rotatably be driven around the first spin axis 36 by differentiator loader 24.It is rotate consistent with speed changer differentiator loader 24 that input shaft 44 connects, schematically as shown in Figure 2 A.The band splined portion 54 of input shaft 44 is assembled to the band keyway opening of differentiator loader 24.Semiaxis 34B extends through input shaft 44 along the first spin axis 36.The band splined portion 55 of semiaxis 34B is bonded to side gear 32B.
See Fig. 2 B, hyperboloid ring gear 46 be annular and around the first spin axis 36 concentrically around input shaft 44.Hyperboloid ring gear 46 has first ring shaft portion 56, second annular shaft part 58 and toothed portion 60.Hyperboloid ring gear 46 can only be supported by two annular bearings 62A, 62B.Bearing 62A back shaft part 56, rotate for relative to covering shell 64, described covering shell is connected to stationary housings 66, described stationary housings around and support hyperboloid ring gear 46 and small gear 48.Covering shell 64 has opening 65, and shaft portion 56, input link 44 and semiaxis 34B extend through described opening.Bearing 62B back shaft part 58, to rotate relative to static 66 housings 66.
Hyperboloid ring gear 46 engages with small gear 48 (namely engaging).Small gear 48 engages with hyperboloid ring gear 46 in the plane different from by the cross section at hyperboloid ring gear 46 center.In other words, small gear 48 and hyperboloid ring gear 46 leave partially, thus the second spin axis 42 is not crossing with the first spin axis 36.In fig. 2b, small gear 48 is positioned at the top of shown cross section.Small gear 48 drives cardan shaft 40 around the second spin axis 42, and can be connected to cardan shaft 40 by U-shaped joint (not shown) or other suitable linkage structures.The ability that engages with hyperboloid ring gear 46 that small gear 48 is turned up the soil partially allow the position of small gear 48 and cardan shaft 40 to locate as required higher or lower relative to anterior semiaxis 34A, 34B, such as, to adapt to vehicle floor height, ground clearance or other vehicle components, steering rack or bracket.
Covering shell 64 is provided for the position of annular dual-lip seal 88A, and described Sealing seals between the shaft portion 56 and covering shell 64 of hyperboloid ring gear 46.Another annular dual-lip seal 88B seals between the shaft portion 58 and housing 66 of hyperboloid ring gear 46.Passage 90A to be arranged in covering shell 64 and to be communicated with lip seal member 88A.The end of passage 90A can be positioned at below power transimission unit block 38, be easy to the position carrying out checking.Passage 90A can be called as outage, because if fluid discharges the instruction of the leakage then which provided through lip seal member 88A by passage 90A.Similar passage 90B arranges in the housing 66 and is communicated with lip seal member 88B, to provide the instruction of the leakage through lip seal member 88B.
Housing 66 and covering shell 64 limit the first cavity 92A, and described first cavity contains hyperboloid ring gear 46 and small gear 48.First cavity 92A and the second cavity 92B isolates by covering shell 64 and lip seal member 88A, 88B substantially.This achieve and use different fluid in two cavitys.Such as, the first cavity 92A can be filled with hyperboloid gear lubricating fluid, and described lubricating fluid has relatively high viscosity.More low-viscosity fluid (such as automatic transmission fluids (ATF)) is by the annular pass 94A between hyperboloid ring gear 46 and input shaft 44 and be provided to the second cavity 92B by the annular pass 94B between input shaft 44 and semiaxis 34B from speed changer 16 and differentiator housing 28.By use in the second cavity 92B more low-viscosity transmission fluid and by the first cavity 92A more high viscosity gear lubricant isolation, can spin loss be reduced.The additional functionality that lip seal member 88A, 88B have is, increases the towing on hyperboloid of revolution gear 46, to contribute to it to keep static around the first spin axis 36 time in front wheel drive mode.Lip seal member 67 seals between covering shell 64 and semiaxis 34B, and is the unique Sealing that there is relative movement when cut-off clutch 80 (hereafter describing in detail) is thrown off.The method of the replacement two cavitys 92A, 92B divided out is between the hyperboloid ring gear 46 rotated and input shaft 44 and places Sealing between input shaft 44 and semiaxis 34B.In such embodiment, housing 66 will have opening, and described opening has charge and discharge connector, to allow cavity 92B fill fluid.
Continue with reference to figure 2B, power transimission unit block 38 comprises separating mechanism 80, and described separating mechanism and the first spin axis 36 are arranged concentrically, and is also configured to optionally moment of torsion is delivered to hyperboloid ring gear 46 from input shaft 44.Separating mechanism 80 is operatively arranged in the second cavity 92B.Separating mechanism 80 is configured to move between the engagement positio 102 shown in the disengaged position 100 shown in Fig. 2 A and Fig. 2 B.Should be understood that separating mechanism 80 is symmetrical about the first spin axis 36, and also eliminate some parts in the accompanying drawings in order to clear.Input shaft 44 is optionally operatively connected with hyperboloid ring gear 46 by separating mechanism 80.More specifically, when separating mechanism 80 is in engagement positio 102, as shown in Figure 2 B, moment of torsion is delivered to hyperboloid ring gear 46 from input shaft 44.On the contrary, when separating mechanism 80 is in a disengaged position 100, as shown in Figure 2 A, input shaft 44 is thrown off from hyperboloid ring gear 46, thus moment of torsion is not delivered to hyperboloid ring gear 46 from input shaft 44.Thus, when separating mechanism 80 is in engagement positio 102, as shown in Figure 2 B, power transimission unit block 38 provides a11wheel drive pattern in the vehicle 10 of Fig. 1, and when separating mechanism 80 is in a disengaged position 100, as shown in Figure 2 A, power transimission unit block 38 provides front wheel drive mode, because moment of torsion will do not had to be delivered to hyperboloid ring gear 46.
Separating mechanism 80 is hydraulically actuated.Separating mechanism 80 can be configured to move to the engagement positio 102 shown in Fig. 2 B in response to the fluid received from speed changer 16 from the disengaged position 100 shown in Fig. 2 A.Refer again to Fig. 2 A, Power Train 12 comprises fluid feed loop 103, and in this loop, fluid optionally can be drawn from groove 104 via pump 106 from speed changer 16, moves to power transimission unit block 38 from speed changer 16 to allow fluid under stress.Alternatively, the hydraulic line pressure of speed changer 16 may be used for optionally allowing fluid move to power transimission unit block 38 from speed changer 16 under stress, to actuate separating mechanism 80.Allow fluid move to power transimission unit block 38 from speed changer 16 can realize under the control of a controller (not shown), described controller determines the operating conditions setting up a11wheel drive pattern.
Separating mechanism 80 comprises optionally pieceable torque transmitter 110, piston 112 and return spring 114.Torque transmitter 110 can be clutch, such as dog-clutch etc., and described dog-clutch is axially moveable along shaft portion 56 by piston 112.Torque transmitter is called as clutch 110 herein.See Fig. 2 A, when separating mechanism 80 is in a disengaged position 100, clutch 110 radially engages with first group of tooth 84 slidably around input shaft 44, and described first group of tooth be arranged on the periphery of input shaft 44.More specifically, clutch 110 comprises multiple internal tooth 111, and when separating mechanism 80 is in a disengaged position 100, described multiple internal tooth is radially around the periphery of input shaft 44, thus internal tooth 111 and first group of 84 one-tenth, tooth meshing relation.When separating mechanism 80 is in a disengaged position 100, hyperboloid ring gear 46 is not transfused to axle 44 and drives, but keeps static.When separating mechanism 80 moves to engagement positio 102, as shown in Figure 2 B, the internal tooth 111 of clutch 110 slides axially, thus clutch 110 is radially around input shaft 44 and hyperboloid ring gear 46, thus internal tooth 111 and first group of tooth 84 on the periphery of input shaft 44 and second group of 85 one-tenth, tooth meshing relation on the periphery of hyperboloid ring gear 46, so that input shaft 44 is rotatably connected to hyperboloid ring gear 46.Therefore, when separating mechanism 80 is in engagement positio 102, as shown in Figure 2 B, hyperboloid ring gear 46 is transfused to axle 44 and drives.Thus power transimission unit block 38 is mono-axial power transimission unit, it can share the first and second identical spin axiss 36,42 and identical hyperboloid ring gear 46 and small gear 48 with power transimission unit block 38, but input link 44 only can transfer torque to the cardan shaft 40 of Fig. 2 A, moment of torsion reduces than providing by means of only hyperboloid ring gear 46 and small gear 48.Torque transmitter 110 can comprise lazy-tongs (not shown), and described lazy-tongs are configured so that the rotational speed between ring gear 46 and input shaft 44 is equal, allows the smooth engagement between clutch 110 and ring gear 46 thus.
Covering shell 64 limits radially around the hole 118 of the first spin axis 36.Piston 112 is operatively set to be arranged in hole 118 at least in part, thus the first side 126 of the axial clutch-adjacent 110 of piston 112 and become contact relation with it.Piston 112 comprise on the pressure side 130 and with on the pressure side 130 contrary applying sides 132.On the pressure side 130 apply the first side 126 of the clutch 110 faced by side 132 in the face of hole 118.As will be described in detail below, piston 112 be configured in response to the pressure of the fluid by being received in hole 118 from speed changer 16 be applied to piston 112 in hole 118 on the pressure side 130 pressure F1 and axially move to the second place 124 from primary importance 122.
Return spring 114 is axially set to clutch-adjacent 110, thus spring 114 acts axially on the second side 128 of the clutch 110 contrary with the first side 126.Therefore, return spring 114 applies second side 128 of spring force F2 to clutch 110 continuously, and pressure F1 is applied to the first side 126 of clutch 110 via piston 112.When pressure F1 is enough to overcome spring force F2, clutch 110 optionally moves to the engagement positio 102 shown in Fig. 2 B from the disengaged position 100 shown in Fig. 2 A.Equally, when spring force F2 is enough to overcome pressure F1, clutch 110 optionally moves to the disengaged position 100 shown in Fig. 2 A from the engagement positio 102 shown in Fig. 2 B.Advancing of clutch 110 is limited by positive stop (positivestop) 133.
Covering shell 64 also limits at least one inlet opens 120 be connected with speed changer 16 fluid in hole 118.Therefore, when fluid is optionally drawn to hole 118 from speed changer 16 via pump 106 grade, hydrodynamic pressure in hole 118 increases, thus pressure F1 is applied on the pressure side 130 of piston 112 by fluid under stress.Because 126 one-tenth, the first side contact relation of the applying side 132 of piston 112 and clutch 110, so this pressure F1 is from piston 112 transfers to clutch 110.
Piston 112 also can comprise valve 134, such as expulsion valve etc., and it provides via discharge loop 105 and is communicated with from the fluid of hole 118 to the second cavity 92B.Thus fluid will be discharged into the second cavity 92B from hole 118 at leisure.Pressure in hole 118 is limited by the balance between the size that applies the speed of fluid and pressure and aperture (fluid by described orifice flow in hole 118).Therefore, fluid and the fluid chemical field in the second cavity 92B.This fluid will flow to speed changer 16 by the annular pass 94B between input shaft 44 and semiaxis 34B to backflow is dynamic by the annular pass 94A between hyperboloid ring gear 46 and input shaft 44 subsequently.
Alternatively, fluid feed loop 103 also can comprise topples over loop, and it is configured to improve the speed that piston 112 can turn back to disengaged position 100, as shown in Figure 2 A.Therefore, discharge outside loop 105 at piston, exist and topple over loop.
Power transimission unit block 38 can be modular, because assembly 38 has the base portion of housing 66, input shaft 44, hyperboloid ring gear 46 and small gear 48.Compared with reducing structure with two axis moments of torsion, use the such common elements of such as hyperboloid ring gear 46 and small gear 48 and weight, cost and encapsulated space demand can be reduced to the component maintenance realized and mono-axial (the first spin axis 36) concentric additional torque reduces.
Although carried out detailed description to execution better model of the present invention, those skilled in the art can learn that being used in the scope of appended claim implements many replacement design and implementation examples of the present invention.
The cross reference of related application
This application claims the rights and interests of the U.S. Provisional Patent Application No.61/934400 submitted on January 31st, 2014, it is all herein incorporated by reference.
Claims (10)
1. a power transimission unit block, for optionally by moment of torsion from Power Train be delivered to vehicle by driving component, described power transimission unit block comprises:
Input shaft, is configured to rotatably be driven around the first spin axis by the output shaft of Power Train;
Passing shaft, concentrically around input shaft, passing shaft has the first helical gear;
Wherein the first helical gear is configured to engage with by driving component engage, rotatably optionally to drive by driving component around the second spin axis; With
Separating mechanism, is arranged between input shaft and passing shaft, and wherein separating mechanism is configured to optionally drive passing shaft by input shaft;
Wherein when separating mechanism is thrown off, input shaft to be separated and moment of torsion is not passed to by driving component from passing shaft, and input shaft is operatively connected to passing shaft and moment of torsion is delivered to by driving component from input shaft when separating mechanism is in engagement positio.
2. power transimission unit as claimed in claim 1, wherein separating mechanism comprises:
Piston; With
Clutch, is set to axial adjacent piston;
Wherein piston can axially move to the second place in response to the applying of the power to piston from primary importance; With
Wherein clutch optionally can axially move to engagement positio from disengaged position in response to the motion of piston from primary importance to the second place.
3. power transimission unit block as claimed in claim 2, wherein input shaft comprises setting first group of tooth on the outer periphery;
Wherein the first helical gear comprises setting second group of tooth on the outer periphery;
Wherein when separating mechanism is in a disengaged position, clutch is radially around input shaft, thus clutch engages first group of tooth slidably; With
Wherein when separating mechanism is in engagement positio, clutch is radially around input shaft and the first helical gear, thus clutch engages first group of tooth and second group of tooth slidably.
4. power transimission unit block as claimed in claim 3, wherein clutch is the dog-clutch comprising multiple internal tooth;
Wherein when separating mechanism is in a disengaged position, internal tooth only becomes meshing relation with first group of tooth; With
Wherein when separating mechanism is in a disengaged position, internal tooth becomes meshing relation with first group of tooth with second group of tooth.
5. power transimission unit block as claimed in claim 2, wherein clutch comprises the first side and second side contrary with the first side;
Wherein piston comprises on the pressure side and the applying side relative with the first side;
Wherein the applying side shaft of piston is to being set to become contact relation with the first side of piston; With
Wherein piston can axially move to the second place in response to the applying of the power to piston pressure side from primary importance.
6. power transimission unit block as claimed in claim 1, comprises further:
Housing, substantially around helical gear; With
Covering shell, is attached to housing and substantially around separating mechanism;
Wherein covering shell limits at least in part around the hole of the first spin axis;
Wherein separating mechanism is at least partially disposed in hole, thus separating mechanism is communicated with hole fluid; With
Wherein hole is configured to optionally to receive the fluid under pressure, thus power is applied to separating mechanism, to engage separating mechanism, operatively to connect input shaft and passing shaft.
7. power transimission unit as claimed in claim 6, wherein separating mechanism comprises:
Piston; With
Clutch, is set to axial adjacent piston;
Wherein piston can axially move to the second place in response to the applying of the power to piston from primary importance; With
Wherein clutch optionally can axially move to engagement positio from disengaged position in response to the motion of piston from primary importance to the second place.
8. power transimission unit block as claimed in claim 7, wherein clutch comprises the first side and second side contrary with the first side;
Wherein piston comprises on the pressure side and the applying side relative with the first side;
Wherein the applying side shaft of piston is to being set to become contact relation with the first side of piston; With
Wherein piston can axially move to the second place in response to the applying of the power to piston pressure side from primary importance.
9. power transimission unit block as claimed in claim 8, wherein piston is at least partially disposed in hole, thus be on the pressure side communicated with hole fluid and the applying side shaft of piston to being set to become contact relation with the first side of piston; With
Wherein hole is configured to optionally to receive the fluid under pressure, thus power is applied to piston on the pressure side.
10. power transimission unit block as claimed in claim 8, wherein separating mechanism comprises return spring further, described return spring is axially set to clutch-adjacent, thus return spring axially applies spring force, with the power axial opposed of the fluid acted on piston to the second side of clutch;
Wherein when the power acting on the fluid on piston exceedes the spring force of effect return spring on the clutch, clutch axially moves to engagement positio from disengaged position; With
Wherein when the spring force acting on return spring on the clutch exceedes the power of the fluid acted on piston, clutch axially moves to disengaged position from engagement positio.
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US201461934400P | 2014-01-31 | 2014-01-31 | |
| US61/934,400 | 2014-01-31 | ||
| US14/602,404 US20150219170A1 (en) | 2014-01-31 | 2015-01-22 | Hydraulic modular power transfer unit assembly including a disconnect mechanism using automatic transmission line pressure |
| US14/602,404 | 2015-01-22 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN104819282A true CN104819282A (en) | 2015-08-05 |
Family
ID=53547194
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201510052518.4A Pending CN104819282A (en) | 2014-01-31 | 2015-02-02 | Hydraulic modular power transfer unit assembly including a disconnect mechanism |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN104819282A (en) |
| DE (1) | DE102015101179A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107433557A (en) * | 2016-05-25 | 2017-12-05 | 杉野机械股份有限公司 | Tiling arrangement |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1923605A2 (en) * | 2006-11-10 | 2008-05-21 | GKN Driveline Torque Technology KK | Power transmission apparatus |
| CN101688565A (en) * | 2007-03-19 | 2010-03-31 | 伊顿公司 | Idle-able power transfer unit |
| US20120234120A1 (en) * | 2011-03-15 | 2012-09-20 | GKN Driveline Japan Ltd. | Power transmission apparatus |
| WO2012145580A1 (en) * | 2011-04-20 | 2012-10-26 | GKN Driveline Newton, LLC | Power transfer unit |
-
2015
- 2015-01-28 DE DE102015101179.4A patent/DE102015101179A1/en not_active Withdrawn
- 2015-02-02 CN CN201510052518.4A patent/CN104819282A/en active Pending
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1923605A2 (en) * | 2006-11-10 | 2008-05-21 | GKN Driveline Torque Technology KK | Power transmission apparatus |
| CN101688565A (en) * | 2007-03-19 | 2010-03-31 | 伊顿公司 | Idle-able power transfer unit |
| US20120234120A1 (en) * | 2011-03-15 | 2012-09-20 | GKN Driveline Japan Ltd. | Power transmission apparatus |
| WO2012145580A1 (en) * | 2011-04-20 | 2012-10-26 | GKN Driveline Newton, LLC | Power transfer unit |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107433557A (en) * | 2016-05-25 | 2017-12-05 | 杉野机械股份有限公司 | Tiling arrangement |
| US10578196B2 (en) | 2016-05-25 | 2020-03-03 | Sugino Machine Limited | Tilting device |
| CN107433557B (en) * | 2016-05-25 | 2020-05-12 | 杉野机械股份有限公司 | Tilting device |
Also Published As
| Publication number | Publication date |
|---|---|
| DE102015101179A1 (en) | 2015-08-06 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4632207A (en) | Mechanism to engage part time drive system in a moving vehicle | |
| US3869940A (en) | Vehicle with differential assembly | |
| CN1892071B (en) | Improved coupling device independent of differential speed | |
| CN104210359B (en) | Modular power transfer unit assembly for a vehicle | |
| CN105228847B (en) | PTO, the vehicle with the PTO and the middleware for the PTO | |
| CN103573977B (en) | Final drive mechanism and power take off for a transmission | |
| CN110406373A (en) | Vehicle bridge component and control method with wheel end disconnection device | |
| CN108215786A (en) | Working vehicle driver with compact multi-speed speed change component | |
| CN103978836A (en) | Axle assembly having a moveable clutch collar | |
| CN105715758B (en) | Speed changer with integrated power output member | |
| AU2016210754A1 (en) | Axle assembly having a clutch collar actuator mechanism | |
| CN108495763B (en) | Axle connection for a vehicle | |
| US5749801A (en) | Differential unit | |
| CN107152507A (en) | Electronic a11wheel drive two speed separate double reduction planetary gear | |
| CN102239343A (en) | Driving mechanism for a vehicle | |
| CN104565113A (en) | Clutch assembly and transmission | |
| CN1763394A (en) | Coupling device and improved clutch lubrication arrangement therefor | |
| CN106715178B (en) | Power take-off unit with hydraulic decoupler | |
| US4648492A (en) | Mechanism to engage part time drive system in a moving vehicle | |
| CN106051104A (en) | Transmission with pinion for reduced backlash | |
| EP2550467B1 (en) | Hydraulic coupling having improved hydraulic porting path design | |
| US20150219170A1 (en) | Hydraulic modular power transfer unit assembly including a disconnect mechanism using automatic transmission line pressure | |
| CN103133556B (en) | Clutch apparatus for vehicle drive train | |
| US9850962B2 (en) | Rotary coupling for an all-wheel drive vehicle | |
| CN104819282A (en) | Hydraulic modular power transfer unit assembly including a disconnect mechanism |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| EXSB | Decision made by sipo to initiate substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| WD01 | Invention patent application deemed withdrawn after publication | ||
| WD01 | Invention patent application deemed withdrawn after publication |
Application publication date: 20150805 |