Torque vectoring device having an electric motor/brake actuator and friction clutch

• US 20060199697A1
• Filed: 11/30/2004
• Published: 09/07/2006
• Est. Priority Date: 02/21/2003
• Status: Active Grant

• Current Assignee: Malcolm E. Kirkwood, Thomas C. Bowen
• Original Assignee: Malcolm E. Kirkwood, Thomas C. Bowen
• Inventors: Bowen, Thomas C., Kirkwood, Malcolm E.
• Granted Patent: US 7,175,557 B2
• Time in Patent Office: Days
• US Class Current: 477/5
• CPC Class Codes: B60K 17/3467 combined with a change speed gearing, e.g. range gear
• CPC Class Codes: B60K 23/04 for differential gearing
• CPC Class Codes: B60K 23/0808 for varying torque distribution between driven axles, e.g. by transfer clutch
• CPC Class Codes: F16D 2500/1025 with threaded transmission
• CPC Class Codes: F16D 2500/10425 Differential clutch
• CPC Class Codes: F16D 2500/10431 4WD Clutch dividing power between the front and the rear axle
• CPC Class Codes: F16D 2500/70418 Current
• CPC Class Codes: F16D 2500/7042 Voltage
• CPC Class Codes: F16D 2500/7044 Output shaft torque
• CPC Class Codes: F16D 2500/7109 Pulsed signal; Generating or processing pulsed signals; PWM, width modulation, frequency or amplitude modulation
• CPC Class Codes: F16D 27/004 with permanent magnets combined with electromagnets
• CPC Class Codes: F16D 28/00 Electrically-actuated clutches arrangements for synchronisation F16D23/02; clutches actuated directly by means of an electromagnet F16D27/00; automatic clutches F16D43/00 - F16D45/00; external control F16D48/00
• CPC Class Codes: F16D 48/064 Control of electrically or electromagnetically actuated clutches F16D48/062, F16D48/068 take precedence
• CPC Class Codes: F16H 2048/106 characterised by two sun gears
• CPC Class Codes: F16H 2048/204 Control of arrangements for suppressing differential actions
• CPC Class Codes: F16H 2048/343 using a rotary motor
• CPC Class Codes: F16H 48/05 Multiple interconnected differential sets
• CPC Class Codes: F16H 48/08 comprising bevel gears
• CPC Class Codes: F16H 48/10 with orbital spur gears
• CPC Class Codes: F16H 48/11 having intermeshing planet gears
• CPC Class Codes: F16H 48/20 : Arrangements for suppressing or influencing the differential action, e.g. locking devices
• CPC Class Codes: F16H 48/22 : using friction clutches or brakes
• CPC Class Codes: F16H 48/26 : using fluid action, e.g. viscous clutches
• CPC Class Codes: F16H 48/30 : using externally-actuatable means
• CPC Class Codes: F16H 48/34 : using electromagnetic or electric actuators

Abstract

A torque transfer mechanism is provided for controlling the magnitude of a clutch engagement force exerted on a multi-plate clutch assembly that is operably disposed between a first rotary and a second rotary member. The torque transfer mechanism includes a clutch actuator assembly for generating and applying a clutch engagement force on the clutch assembly. The clutch actuator assembly includes an electric motor/brake unit and a torque/force conversion mechanism. The motor/brake unit can be operated in either of a motor mode or a brake mode to cause bi-directional linear movement of an output member of the torque/force conversion mechanism. The thrust force generated by the torque/force conversion mechanism is applied to the clutch assembly. The dual mode feature of the electric motor/brake unit significantly reduces the power requirements. A torque vectoring drive axle is equipped with a pair of such torque transfer mechanisms.

Claims

1. A power transmission device for use in a motor vehicle having a powertrain and first and second drivelines, comprising:

an input member driven by the powertrain;

a first output member coupled to the first driveline;

a second output member coupled to the second driveline;

a torque distributing drive mechanism for transmitting drive torque from said input member to said first and second output members and including a differential, a speed changing unit and first and second torque couplings, said differential having an input component driven by said input member and first and second output components respectively driving said first and second output members, said speed changing unit having a first shaft driven by said input component, a second shaft, and a gearset for changing the rotary speed of said second shaft relative to said first shaft, said first torque coupling including a first clutch disposed between said second shaft and said first output component and first electric actuator means for controlling engagement of said first clutch by shifting between a motor mode and a brake mode, and said second torque coupling including a second clutch disposed between said second shaft and said second output component and second electric actuator means for controlling engagement of said second clutch by shifting between a motor mode and a brake mode; and

a control system for selectively switching said first and second electric actuator means between their respective motor and brake modes.

2. The power transmission device of claim 1 wherein said drive mechanism is operable to establish a first overdrive mode when said first clutch is engaged and said second clutch is released for overdriving said first output component relative to said input component such that said differential causes said second output component to be underdriven relative to said input component.

3. The power transmission device of claim 2 wherein said drive mechanism is operable to establish a second overdrive mode when said first clutch is released and said second clutch is engaged for overdriving said second output component relative to said input component such that said differential causes said first output component to be underdriven relative to said input component.

4. The power transmission device of claim 1 wherein said drive mechanism establishes a locked mode when both of said first and second clutches are engaged.

5. The power transmission device of claim 1 wherein said drive mechanism is operable to establish a first underdrive mode when said first clutch is engaged and said second clutch is released such that said first output component is underdriven relative to said input component and said second output component is overdriven relative to said input component.

6. The power transmission device of claim 5 wherein said drive mechanism is operable to establish a second underdrive mode when said first clutch is released and said second clutch is engaged such that said second output component is underdriven relative to said input component and said first output component is overdriven relative to said input component.

7. The power transmission device of claim 1 wherein said speed changing unit includes an input sun gear driven by said first shaft, an output sun gear driving said second shaft, and speed gears meshing with said input and output sun gears, and wherein said speed gears include a first gear meshed with said input sun gear which is interconnected to a second gear meshed with said output sun gear.

8. The power transmission device of claim 1 wherein said first electric actuator means includes a first conversion mechanism operable to exert a clutch engagement force on said first clutch and a first electric motor operable in each of its motor and brake modes for generating an output torque that is converted by said first conversion mechanism into said clutch engagement force, and wherein said first motor is operable in its brake mode to regenerate electrical power that can be used by said control system to selectively actuate said second electric actuator means.

9. The power transmission device of claim 8 wherein said control system provides electrical power to drive said first motor when operating in its motor mode, and wherein said control system extracts electrical power to brake said first motor when operating in its brake mode

10. The power transmission device of claim 8 wherein said first conversion mechanism includes first and second components with said first component adapted to move axially in response to relative rotation between said first and second components for applying said clutch engagement force to said first clutch, wherein said first electric motor includes a first rotor that is fixed for rotation with said second component of said first conversion mechanism, wherein said first motor is operable in its motor mode to drive said first rotor so as to cause relative rotation between said first and second components, and wherein said first motor is operable in its brake mode to brake rotation of said first rotor so as to cause relative rotation between said first and second components.

11. The power transmission device of claim 10 wherein said control system functions to control the direction and amount of rotation of said first rotor which, in turn, controls the direction and amount of axial travel of said first component of said first conversion mechanism for varying the magnitude of said clutch engagement force applied to said first clutch.

12. The power transmission device of claim 10 wherein said second electric actuator means includes a second conversion mechanism operable to exert a clutch engagement force on said second clutch and a second electric motor operable in each of its motor and brake modes for generating an output torque that is converted by said second conversion mechanism into said clutch engagement force, and wherein said second motor is operable in its brake mode to regenerate electrical power used by said control system to selectively actuate said first electric motor.

13. The power transmission device of claim 12 wherein said control system provides electrical power to drive said second motor when operating in its motor mode, and wherein said control system extracts electrical power to brake said second motor when operating in its brake mode

14. The power transmission device of claim 12 wherein said second conversion mechanism includes first and second components with said first component adapted to move axially in response to relative rotation between said first and second components for applying said clutch engagement force to said second clutch, wherein said second electric motor includes a second rotor that is fixed for rotation with said second component of said second conversion mechanism, wherein said second motor is operable in its motor mode to drive said second rotor so as to cause relative rotation between said first and second components, and wherein said second motor is operable in its brake mode to brake rotation of said second rotor so as to cause relative rotation between said first and second components.

15. The power transmission device of claim 14 wherein said control system functions to control the direction and amount of rotation of said second rotor which, in turn, controls the direction and amount of axial travel of said first component of said second conversion mechanism for varying the magnitude of said clutch engagement force.

16. The power transmission device of claim 10 wherein said first clutch includes a first hub fixed for rotation with said first output component, a drum fixed for rotation with said second shaft, and a first clutch pack of interleaved clutch plates operably disposed between said first hub and said drum, wherein said first component of said first conversion mechanism is a first screw and said second component is a first nut engaging said first screw, and wherein said first rotor is fixed to said first nut such that actuation of said first motor in either of its motor and brake modes causes said first nut to rotate relative to said first screw for causing said first screw to move axially relative to said first clutch pack.

17. The power transmission device of claim 16 wherein said second clutch includes a second hub fixed for rotation with said second output component, and a clutch pack of interleaved clutch plates operably disposed between said second hub and said drum, wherein said first component of said second conversion mechanism is a second screw and said second component is a second nut engaging said second screw, and wherein said second rotor is fixed to said second nut such that actuation of said second motor in either of its motor and brake modes causes said second nut to rotate relative to said second screw for causing said second screw to move axially relative to said second clutch pack.

18. A power transmission device for use in a motor vehicle having a powertrain and first and second drivelines, comprising:

an input member driven by the powertrain;

a first output member coupled to the first driveline;

a second output member coupled to the second driveline;

a torque distributing drive mechanism for transmitting drive torque from said input member to said first and second output members and including a differential, a speed changing unit and first and second torque couplings, said differential having an input component driven by said input member and first and second output components respectively driving said first and second output members, said speed changing unit having a first shaft driven by said input component, a second shaft, and a gearset for changing the rotary speed of said second shaft relative to said first shaft, said first torque coupling including a first clutch disposed between said second shaft and said first output component, a first operator for exerting a clutch engagement force on said first clutch, and first electric motor/brake unit for controlling movement of said first operator relative to said first clutch and which is operable in a motor mode and a brake mode, and said second torque coupling including a second clutch disposed between said second shaft and said second output component, a second operator for exerting a clutch engagement force on said second clutch, and second electric motor/brake unit for controlling movement of said second operator relative to said second clutch and which is operable in a motor mode and a brake mode; and

a control system for selectively switching said first and second electric motor/brake units between their respective motor and brake modes.

19. The power transmission device of claim 18 wherein said drive mechanism is operable to establish a first overdrive mode when said first clutch is engaged and said second clutch is released for overdriving said first output component relative to said input component such that said differential causes said second output component to be underdriven relative to said input component, wherein said drive mechanism is further operable to establish a second overdrive mode when said first clutch is released and said second clutch is engaged for overdriving said second output component relative to said input component such that said differential causes said first output component to be underdriven relative to said input component, and wherein said drive mechanism establishes a locked mode when both of said first and second clutches are engaged.

20. The power transmission device of claim 18 wherein said drive mechanism is operable to establish a first underdrive mode when said first clutch is engaged and said second clutch is released such that said first output component is underdriven relative to said input component and said second output component is overdriven relative to said input component, and wherein said drive mechanism is operable to establish a second underdrive mode when said first clutch is released and said second clutch is engaged such that said second output component is underdriven relative to said input component and said first output component is overdriven relative to said input component.

21. The power transmission device of claim 18 wherein said first electric motor/brake unit is operable in each of its motor and brake modes for generating an output torque that is converted by said first operator into said clutch engagement force applied to said first clutch, and wherein said first motor/brake unit is operable in its brake mode to regenerate electrical power that is used by said control system to actuate said second electric motor/brake unit.

22. The power transmission device of claim 21 wherein said second electric motor/brake unit is operable in each of its motor and brake modes for generating an output torque that is converted by said second operator into said clutch engagement force applied to said second clutch, and wherein said second motor/brake unit is operable in its brake mode to regenerate electrical power that is used by said control system to actuate said first motor/brake unit.

23. The power transmission device of claim 18 wherein said first operator includes first and second components with said first component adapted to move axially in response to relative rotation between said first and second components for applying said clutch engagement force to said first clutch, wherein said first electric motor/brake unit includes a first rotor that is fixed for rotation with said second component of said first operator, and wherein said first motor/brake unit is operable in its motor mode to drive said first rotor so as to cause relative rotation between said first and second components and is further operable in its brake mode to brake rotation of said first rotor so as to cause relative rotation between said first and second components.

24. The power transmission device of claim 23 wherein said control system functions to control the direction and amount of rotation of said first rotor which, in turn, controls the direction and amount of axial travel of said first component of said first operator for varying the magnitude of said clutch engagement force applied to said first clutch.

25. The power transmission device of claim 24 wherein said second operator includes first and second components with said first component adapted to move axially in response to relative rotation between said first and second components for applying said clutch engagement force to said second clutch, wherein said second electric motor/brake unit includes a second rotor that is fixed for rotation with said second component of said second operator, and wherein said second motor/brake unit is operable in its motor mode to drive said second rotor so as to cause relative rotation between said first and second components and is further operable in its brake mode to brake rotation of said second rotor so as to cause relative rotation between said first and second components.

26. The power transmission device of claim 25 wherein said control system functions to control the direction and amount of rotation of said second rotor which, in turn, controls the direction and amount of axial travel of said first component of said second operator for varying the magnitude of said clutch engagement force applied to said second clutch.

27. The power transmission device of claim 25 wherein said first clutch includes a first hub fixed for rotation with said first output component, a drum fixed for rotation with said second shaft, and a first clutch pack operably disposed between said first hub and said drum, wherein said first component of said first operator is a first screw and said second component is a first nut engaging said first screw, and wherein said first rotor is fixed to said first nut such that actuation of said first motor/brake unit in either of its motor and brake modes causes said first nut to rotate relative to said first screw for causing said first screw to move axially relative to said first clutch pack.

28. The power transmission device of claim 27 wherein said second clutch includes a second hub fixed for rotation with said second output component and a second clutch pack operably disposed between said second hub and said drum, wherein said first component of said second operator is a second screw and said second component is a second nut engaging said second screw, and wherein said second rotor is fixed to said second nut such that actuation of said second motor/brake unit in either of its motor and brake modes causes said second nut to rotate relative to said second screw for causing said second screw to move axially relative to said second clutch pack.

29. A drive axle assembly for use in a motor vehicle having a powertrain and first and second wheels, comprising:

an input shaft driven by the powertrain;

a first axleshaft coupled to the first wheel;

a second axleshaft coupled to the second wheel;

a torque distributing drive mechanism for transmitting drive torque from said input shaft to said first and second axleshafts and including a differential, a speed changing unit and first and second torque couplings, said differential having an input component driven by said input shaft and first and second output components respectively driving said first and second axleshafts, said speed changing unit having a first shaft driven by said input shaft, a second shaft, and a gearset for changing the rotary speed of said second shaft relative to said first shaft, said first torque coupling including a first clutch disposed between said second shaft and said first output component and first electric actuator means for controlling engagement of said first clutch by shifting between a motor mode and a brake mode, and said second coupling including a second clutch disposed between said second shaft and said second output component and second electric actuator means for controlling engagement of said second clutch by shifting between a motor mode and a brake mode; and

a control system for selectively switching said first and second electric actuator means between their respective motor and brake modes.

30. The drive axle assembly of claim 29 wherein said drive mechanism is operable to establish a first overdrive mode when said first clutch is engaged and said second clutch is released for overdriving said first output component relative to said input component such that said differential causes said second output component to be underdriven relative to said input component, and wherein said drive mechanism is operable to establish a second overdrive mode when said first clutch is released and said second clutch is engaged for overdriving said second output component relative to said input component such that said differential causes said first output component to be underdriven relative to said input component.

31. The drive axle assembly of claim 29 wherein said drive mechanism establishes a locked mode when both of said first and second clutches are engaged.

32. The drive axle assembly of claim 29 wherein said drive mechanism is operable to establish a first underdrive mode when said first clutch is engaged and said second clutch is released such that said first output component is underdriven relative to said input component and said second output component is overdriven relative to said input component, and wherein said drive mechanism is operable to establish a second underdrive mode when said first clutch is released and said second clutch is engaged such that said second output component is underdriven relative to said input component and said first output component is overdriven relative to said input component.

33. The drive axle assembly of claim 29 wherein said first electric actuator means includes a first electric motor that is operable in each of its motor and brake modes for generating an output torque that is converted by a first conversion mechanism into a clutch engagement force applied to said first clutch, and wherein said first motor is operable in its brake mode to regenerate electrical power that can be used by said control system to selectively actuate said second electric actuator means.

34. The drive axle assembly of claim 33 wherein said control system provides electrical power to drive said first motor when operating in its motor mode, and wherein said control system extracts electrical power to brake said first motor when operating in its brake mode.

35. The drive axle assembly of claim 33 wherein said first conversion mechanism includes first and second components with said first component adapted to move axially in response to relative rotation between said first and second components for applying said clutch engagement force to said first clutch, wherein said first electric motor includes a first rotor that is fixed for rotation with said second component of said first conversion mechanism, and wherein said first motor is operable in its motor mode to drive said first rotor so as to cause relative rotation between said first and second components and is further operable in its brake mode to brake rotation of said first rotor so as to cause relative rotation between said first and second components.

36. The drive axle assembly of claim 35 wherein said control system functions to control the direction and amount of rotation of said first rotor which, in turn, controls the direction and amount of axial travel of said first component of said first conversion mechanism for varying the magnitude of said clutch engagement force.

37. The drive axle assembly of claim 35 wherein said second electric actuator means includes a second electric motor that is operable in each of its motor and brake modes for generating an output torque that is converted by a second conversion mechanism into a clutch engagement force applied to said second clutch, and wherein said second motor is operable in its brake mode to regenerate electrical power used by said control system to selectively actuate said first electric motor.

38. The drive axle assembly of claim 37 wherein said second conversion mechanism includes first and second components with said first component adapted to move axially in response to relative rotation between said first and second components for applying said clutch engagement force to said second clutch, wherein said second electric motor includes a second rotor that is fixed for rotation with said second component of said second conversion mechanism, and wherein said second motor is operable in its motor mode to drive said second rotor so as to cause relative rotation between said first and second components and is further operable in its brake mode to brake rotation of said second rotor so as to cause relative rotation between said first and second components.

39. The drive axle assembly of claim 38 wherein said control system functions to control the direction and amount of rotation of said second rotor which, in turn, controls the direction and amount of axial travel of said first component of said second conversion mechanism for varying the magnitude of said clutch engagement force applied to said second clutch.

40. The drive axle assembly of claim 38 wherein said first clutch includes a first hub fixed for rotation with said second output component, a drum fixed for rotation with said second shaft, and a first clutch pack operably disposed between said first hub and said drum, and wherein said second clutch includes a second hub fixed for rotation with said second output component and a second clutch pack disposed between said second hub and said drum.

41. A drive axle assembly for use in a motor vehicle having a powertrain and first and second wheels, comprising:

an input shaft driven by the powertrain;

a first axleshaft coupled to the first wheel;

a second axleshaft coupled to the second wheel;

a torque distributing drive mechanism for transmitting drive torque from said input shaft to said first and second axleshafts and including a differential and first and second electric motors, said differential having an input component driven by said input shaft and first and second output components respectively driving said first and second axleshafts, said first electric motor having a first motor output driven by said first output component and first electric actuator means for controlling the rotary speed of said first motor output by shifting between a motor mode and a brake mode, and said second electric motor having a second motor output driven by said second output component and second electric actuator means for controlling the rotary speed of said second motor output by shifting between a motor mode and a brake mode; and

a control system for selectively switching said first and second electric actuator means between their respective motor and brake modes.

42. The drive axle assembly of claim 41 wherein said control system provides electrical power to cause said first actuator means to drive said first motor output when operating in its motor mode, and wherein said control system extracts electrical power to cause said first actuator to brake said first motor output when operating in its brake mode.

43. The drive axle assembly of claim 42 wherein system provides electrical power to cause said second actuator means to drive said second motor output when operating in its motor mode, and said control system extracts power to cause said second actuator means to brake said second motor output when operating in its brake mode.