Transaxle having a differential mechanism and on-demand transfer clutch

• US 7,309,301 B2
• Filed: 10/21/2005
• Issued: 12/18/2007
• Est. Priority Date: 10/21/2005
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Janson, David, Person, Dennis, Goleski, Gregory, Perakes, Andy
• Primary Examiner(s): PANG, ROGER L
• Application Number:
  US11/255,793
• Publication Number:
  US 20070093346A1
• Time in Patent Office: 788 Days
• Field of Search: 475/200, 475/202, 475/204, 475/206, 475/221, 475/222, 475/84, 475/86, 475/91, 475/93, 475/99, 475/100, 475/101, 475/120, 180/247
• US Class Current: 475/200
• CPC Class Codes: B60K 23/0808 for varying torque distribution between driven axles, e.g. by transfer clutch

Abstract

A powertrain for transmitting power to the drive wheels of a vehicle includes a transaxle case containing a transaxle drive mechanism for producing variable ratios of a speed of its output and a speed of its input, a differential mechanism for transmitting power between the output and the wheels of a first set of drive wheel, a transfer clutch secured to the output for transmitting power between the output and the wheels of a second set of drive wheels, and a control system for hydraulically actuating the transfer clutch.

Claims

1. A powertrain for transmitting power to the drive wheels of a vehicle, comprising:

a transaxle case;

a transaxle drive mechanism located in the transaxle case including an input and an output, for producing variable ratios of a speed of the output and a speed of the input;

a differential mechanism secured to the output and located in the transaxle case, for transmitting power between the output and a first set of drive wheels; and

a transfer clutch located in the transaxle case, secured to the output, for transmitting power between the output and the wheels of a second set of drive wheels; and

a control system located in the transaxle case for hydraulically actuating the transfer clutch and including a source of hydraulic feed pressure;

pressure regulator valve for producing a source of regulated hydraulic pressure in response to the hydraulic feed pressure;

a first solenoid-operated valve communicating with the source of regulated hydraulic pressure, for alternately opening and closing communication between a high-low pressure output and the source of rcgulated hydraulic pressure;

a second solenoid-operated valve communicating with the source of regulated hydraulic pressure, for producing a variable pressure output;

a transfer gain control valve communicating with the high-low pressure output and variable pressure output, for outputting a relatively low pressure when the first solenoid-operated valve is closed and a variable pressure when the first solenoid-operated valve is open; and

a clutch pressure regulator valve communicating with the output of the transfer gain control valve, the variable pressure output produced by the second solenoid-operated valve, and the source of hydraulic feed pressure for regulating clutch pressure.

2. The powertrain of claim 1, further comprising:

a first shaft driveably connected to a first drive wheel;

a second shaft driveably connected to a second drive wheel; and

wherein the differential mechanism further comprises a planetary gearset including a ring gear driveably secured to the output, a sun gear driveably connected to the first shaft a pinion carrier driveably connected to the second shaft, and a set of planet pinions rotatably supported on the carrier and in meshing engagement with the sun gear and ring gear.

3. The powertrain of claim 1, further comprising:

a first shaft driveably connected to a first drive wheel;

a second shaft driveably connected to a second drive wheel; and

wherein the differential mechanism is a bevel gear differential including bevel gears driveably connected to the output a first side bevel gear in meshing engagement with the bevel gears and driveably connected to the first shaft, and a second bevel gear in meshing engagement with the bevel gears and driveably connected to the second shaft.

4. The powertrain of claim 1, further comprising:

a rear output shaft;

wherein the transfer clutch includes friction discs driveably connected to the rear output shaft, friction plates driveably connected to the output, interleaved with the friction discs for frictionally engaging and disengaging the friction discs and producing a releasable drive connection between the output and the rear output shaft driveshaft.

5. The powertrain of claim 1, further comprising:

a rear output shaft extending laterally from the differential mechanism;

driveshaft extending longitudinally from die transaxle and driveably connected to a second set of drive wheels; and

a rear drive bevel pinion secured to the rear output shaft;

a rear drive bevel gear meshing with the rear drive bevel pinion and driveably connected to the driveshaft; and

wherein the transfer clutch includes friction discs driveably connected to the rear output shaft, friction plates driveably connected to the output, interleaved with the friction discs for frictionally engaging and disengaging the friction discs and producing a releasable drive connection between the output and the rear output shaft driveshaft.

6. A powertrain for transmitting power to the drive wheels of a vehicle, comprising:

a transaxle case;

a first shaft driveably connected to a first drive wheel;

a second shaft driveably connected to a second drive wheel; and

a transaxle drive mechanism located in the transaxle case including an input and an output, for producing variable ratios of a speed of the output and a speed of the input;

a differential mechanism located in the transaxle case, including a ring gear driveably secured to the output, a sun gear driveably connected to the first shaft, a pinion carrier driveably connected to the second shaft, and a set of planet pinions rotatably supported on the carrier and in meshing engagement with the sun gear and ring gear, for transmitting torque from the output to a first set of drive wheels;

a transaxle clutch located in the transaxle case, secured to the output, for transmitting power between the output and the wheels of a second set of drive wheels; and

a control system located in the transaxle case for hydraulically actuating the transfer clutch and including a source of hydraulic feed pressure;

pressure regulator valve producing a source of regulated hydraulic pressure in response to the hydraulic pressure;

a first solenoid-operated valve communicating with the source of regulated hydraulic pressure, for alternately opening and closing communication between a high-low pressure output and the source of regulated hydraulic pressure;

a second solenoid-operated valve communicating with the source of regulated hydraulic pressure, for producing a variable pressure output;

a transfer gain control valve communicating with the high-low pressure output and variable pressure output, for outputting a relatively low pressure when the first solenoid-operated valve is closed and a variable pressure when the first solenoid-operated valve is open; and

a clutch pressure regulator valve communicating with an output of the transfer gain control valve, the variable pressure output produced by the second solenoid-operated valve, and the source of hydraulic feed pressure, for regulating clutch pressure.

7. The powertrain of claim 6 wherein a pitch diameter of the ring gear is substantially two times greater than a pitch diameter of the sun gear.

8. The powertrain of claim 6, wherein clutch pressure regulator valve produces a dual gain regulated clutch pressure.

9. The powertrain of claim 6, further comprising:

a rear output shaft;

wherein the transfer clutch includes friction discs driveably connected to the rear output shaft, friction plates driveably connected to the output, interleaved with the friction discs for frictionally engaging and disengaging the friction discs and producing a releasable drive connection between the output and the rear output shaft driveshaft.

10. The powertrain of claim 6, further comprising:

a rear output shaft extending laterally from the differential mechanism;

driveshaft extending longitudinally from the transaxle and driveably connected to a second set of drive wheels; and

a rear drive bevel pinion secured to the rear output shaft;

a rear drive bevel gear meshing with the rear drive bevel pinion and driveably connected to the driveshaft; and

wherein the transfer clutch includes friction discs driveably connected to the rear output shaft, friction plates driveably connected to the output, interleaved with the friction discs for frictionally engaging and disengaging the friction discs and producing a releasable drive connection between the output end the rear output shaft driveshaft.