US-12623536-B2 - Disconnecting differential mechanisms for motor vehicles

Abstract

The present disclosure is directed to electric vehicles and electric powertrains for such electric vehicles. The electric powertrain in configured to include an electric motor and disconnectable differential assembly arranged for transmitting the motive power generated by the electric motor to a pair of ground-engaging wheels. The disconnectable differential assembly includes a power transfer mechanism driven by the electric motor, a differential mechanism interconnected to the pair of ground-engaging wheels, and a power-operated disconnect mechanism for selectively coupling and uncoupling the power transfer mechanism and the differential mechanism.

Inventors

• Stephen Yang

Assignees

• MAGNA POWERTRAIN, INC.

Dates

Publication Date

20260512

Application Date

20211122

Claims (19)

1. 1 . A disconnectable differential assembly for a vehicle, comprising: a power transfer mechanism driven by an electric motor; a differential mechanism drivingly connected to a pair of ground-engaging wheels; a power-operated disconnect mechanism operable in a disconnected mode to uncouple the power transfer mechanism from the differential mechanism and in a connected mode to couple the power transfer mechanism to the differential mechanism; and a control system for controlling operation of the electric motor and the power-operated disconnect mechanism; wherein the power transfer mechanism includes a ring gear driven by the electric motor and an outer housing fixed to the ring gear to define an internal cavity, wherein the differential mechanism is rotatably supported within the internal cavity and includes a differential carrier and a gearset driven by the differential carrier, and wherein the power-operated disconnect mechanism includes a clutch unit operably disposed between the outer housing and the differential carrier and an electromagnetic actuator unit operable for shifting the clutch unit between a released state whereat the disconnect mode is established and an engaged state whereat the connected mode is established; wherein the clutch unit includes a first clutch member associated with the differential carrier and having clutch teeth, and a second clutch member having dog teeth and being coupled for common rotation with the outer housing and axially moveable relative to the differential carrier between retracted and extended positions, the clutch unit being operable in its released state when the second clutch member is located in its retracted position such that its dog teeth are disengaged from the clutch teeth and further operable in its engaged state when the second clutch member is located in its extended position such that its dog teeth are engaged with the clutch teeth, and wherein the clutch unit further includes a biasing arrangement for normally biasing the second clutch member towards its retracted position; a clutch actuation mechanism operably arranged to interconnect the second clutch member to a moveable actuation component of the electromagnetic actuator unit, wherein the actuation component is located in a non-actuated position when the electromagnetic actuator unit is operating in a power-off condition and is located in an actuated position when the electromagnetic actuator unit is operating in a power-on condition, and wherein the clutch actuation mechanism is operable to move the second clutch member between its retracted and extended positions in response to movement of the actuation component between its non-actuated and actuated positions; wherein the first clutch member is a face clutch with its clutch teeth extending axially from the differential carrier, wherein the second clutch member is a dog plate component coupled via a splined connection to the outer housing and having a dog plate portion formed with axially-extending dog teeth, wherein the clutch actuation mechanism includes a first actuation plate latched to the actuation component, a second actuation plate having tabs extending through cut-outs in the outer housing and engaging the dog plate component, and a thrust bearing disposed between the first and second actuation plates.
2. 2 . The disconnectable differential assembly of claim 1 , wherein the electromagnetic actuator unit is an annular device including an annular solenoid coil substantially encased within an annular pole housing, and wherein the actuation component is an annular plunger configured to be located in its non-actuated position when the solenoid coil is non-energized and to be located in its actuated position when the solenoid coil is energized.
3. 3 . The disconnectable differential assembly of claim 1 , wherein the second clutch member includes a plurality of externally-splined spaced apart sections in constant meshed engagement with a plurality of internally-splined spaced apart sections formed in the outer housing and which are aligned with the cut-outs.
4. 4 . A disconnectable differential assembly for a vehicle, comprising: a power transfer mechanism driven by an electric motor; a differential mechanism drivingly connected to a pair of ground-engaging wheels; a power-operated disconnect mechanism operable in a disconnected mode to uncouple the power transfer mechanism from the differential mechanism and in a connected mode to couple the power transfer mechanism to the differential mechanism; and a control system for controlling operation of the electric motor and the power-operated disconnect mechanism; wherein the power transfer mechanism includes a ring gear driven by the electric motor and an outer housing fixed to the ring gear to define an internal cavity, wherein the differential mechanism is rotatably supported within the internal cavity and includes a differential carrier and a gearset driven by the differential carrier, and wherein the power-operated disconnect mechanism includes a clutch unit operably disposed between the outer housing and the differential carrier and an electromagnetic actuator unit operable for shifting the clutch unit between a released state whereat the disconnect mode is established and an engaged state whereat the connected mode is established; wherein the clutch unit includes a first clutch member associated with the differential carrier and having clutch teeth, and a second clutch member having dog teeth and being coupled for common rotation with the outer housing and axially moveable relative to the differential carrier between retracted and extended positions, the clutch unit being operable in its released state when the second clutch member is located in its retracted position such that its dog teeth are disengaged from the clutch teeth and further operable in its engaged state when the second clutch member is located in its extended position such that its dog teeth are engaged with the clutch teeth, and wherein the clutch unit further includes a biasing arrangement for normally biasing the second clutch member towards its retracted position; a clutch actuation mechanism operably arranged to interconnect the second clutch member to a moveable actuation component of the electromagnetic actuator unit, wherein the actuation component is located in a non-actuated position when the electromagnetic actuator unit is operating in a power-off condition and is located in an actuated position when the electromagnetic actuator unit is operating in a power-on condition, and wherein the clutch actuation mechanism is operable to move the second clutch member between its retracted and extended positions in response to movement of the actuation component between its non-actuated and actuated positions; wherein the first clutch member includes a radial clutch ring with clutch teeth extending radially outwardly from the differential carrier, wherein the second clutch member is a radial clutch sleeve having a cylindrical sleeve portion coupled via a splined connection to the outer housing and a dog ring portion having dog teeth extending radially inwardly from within the sleeve portion, wherein the clutch actuation mechanism includes a first actuation plate latched to the actuation component, a second actuation plate having tabs extending axially through cut-outs in the outer housing and engaging the sleeve portion of the radial clutch sleeve, and a thrust bearing disposed between the first and second actuation plates.
5. 5 . The disconnectable differential assembly of claim 4 , wherein the sleeve portion of the radial clutch sleeve includes external splines that are in constant meshed engagement with internal splines formed within the outer housing, wherein the radial clutch ring is formed on the differential carrier and its clutch teeth define axially-aligned first and second clutch teeth that are separated by a non-toothed channel, and wherein the dog teeth are formed in the sleeve portion of the radial clutch sleeve and define axially-aligned first and second dog teeth separated by a non-toothed gap, the first and second dog teeth are disengaged from corresponding first and second clutch teeth when the radial clutch sleeve is located in its retracted position to uncouple the differential carrier from the outer housing and the first and second dog teeth are engaged with corresponding first and second clutch teeth when the radial clutch sleeve is located in its extended position.
6. 6 . The disconnectable differential assembly of claim 4 , wherein four quadrants of the external splines are formed on an outer surface of the sleeve portion of the radial clutch sleeve, wherein four quadrants of internal splines are formed on an inner surface of the outer housing which are aligned with the cut-outs.
7. 7 . A disconnectable differential assembly for a vehicle, comprising: a power transfer mechanism driven by an electric motor; a differential mechanism drivingly connected to a pair of ground-engaging wheels; a power-operated disconnect mechanism operable in a disconnected mode to uncouple the power transfer mechanism from the differential mechanism and in a connected mode to couple the power transfer mechanism to the differential mechanism; and a control system for controlling operation of the electric motor and the power-operated disconnect mechanism; wherein the power transfer mechanism includes a ring gear driven by the electric motor and an outer housing fixed to the ring gear to define an internal cavity, wherein the differential mechanism is rotatably supported within the internal cavity and includes a differential carrier and a gearset driven by the differential carrier, and wherein the power-operated disconnect mechanism includes a clutch unit operably disposed between the outer housing and the differential carrier and an electromagnetic actuator unit operable for shifting the clutch unit between a released state whereat the disconnect mode is established and an engaged state whereat the connected mode is established; wherein the clutch unit includes a first clutch member associated with the differential carrier and having clutch teeth, and a second clutch member having dog teeth and being coupled for common rotation with the outer housing and axially moveable relative to the differential carrier between retracted and extended positions, the clutch unit being operable in its released state when the second clutch member is located in its retracted position such that its dog teeth are disengaged from the clutch teeth and further operable in its engaged state when the second clutch member is located in its extended position such that its dog teeth are engaged with the clutch teeth, and wherein the clutch unit further includes a biasing arrangement for normally biasing the second clutch member towards its retracted position; a clutch actuation mechanism operably arranged to interconnect the second clutch member to a moveable actuation component of the electromagnetic actuator unit, wherein the actuation component is located in a non-actuated position when the electromagnetic actuator unit is operating in a power-off condition and is located in an actuated position when the electromagnetic actuator unit is operating in a power-on condition, and wherein the clutch actuation mechanism is operable to move the second clutch member between its retracted and extended positions in response to movement of the actuation component between its non-actuated and actuated positions; wherein the first clutch member is a face clutch formed on the differential carrier and having axially extending clutch teeth, wherein the second clutch member is a dog plate ring having a dog plate portion with axially extending dog teeth, a plurality of drive lugs extending axially from the dog plate portion, and a latch flange extending from each of the drive lugs, wherein the dog plate portion is located within the internal cavity, the drive lugs pass through cut-outs formed in the outer housing, and the latch flanges extend outside of the outer housing, wherein the clutch actuation mechanism includes a first actuation plate latched to the actuation component, a second actuation plate latched to the latch flanges of the dog plate ring, and a thrust bearing disposed between the first and second actuation plates.
8. 8 . The disconnectable differential assembly of claim 7 , wherein the drive lugs include external splines configured to be in constant meshed engagement with internal splines formed in the cut-outs of the outer housing.
9. 9 . A disconnectable differential assembly for a vehicle, comprising: a power transfer mechanism driven by an electric motor; a differential mechanism drivingly connected to a pair of ground-engaging wheels; a power-operated disconnect mechanism operable in a disconnected mode to uncouple the power transfer mechanism from the differential mechanism and in a connected mode to couple the power transfer mechanism to the differential mechanism; and a control system for controlling operation of the electric motor and the power-operated disconnect mechanism; wherein the power transfer mechanism includes a ring gear driven by the electric motor and an outer housing fixed to the ring gear to define an internal cavity, wherein the differential mechanism is rotatably supported within the internal cavity and includes a differential carrier and a gearset driven by the differential carrier, and wherein the power-operated disconnect mechanism includes a clutch unit operably disposed between the outer housing and the differential carrier and an electromagnetic actuator unit operable for shifting the clutch unit between a released state whereat the disconnect mode is established and an engaged state whereat the connected mode is established; wherein the clutch unit includes a first clutch member associated with the differential carrier and having clutch teeth, and a second clutch member having dog teeth and being coupled for common rotation with the outer housing and axially moveable relative to the differential carrier between retracted and extended positions, the clutch unit being operable in its released state when the second clutch member is located in its retracted position such that its dog teeth are disengaged from the clutch teeth and further operable in its engaged state when the second clutch member is located in its extended position such that its dog teeth are engaged with the clutch teeth, and wherein the clutch unit further includes a biasing arrangement for normally biasing the second clutch member towards its retracted position; a clutch actuation mechanism operably arranged to interconnect the second clutch member to a moveable actuation component of the electromagnetic actuator unit, wherein the actuation component is located in a non-actuated position when the electromagnetic actuator unit is operating in a power-off condition and is located in an actuated position when the electromagnetic actuator unit is operating in a power-on condition, and wherein the clutch actuation mechanism is operable to move the second clutch member between its retracted and extended positions in response to movement of the actuation component between its non-actuated and actuated positions; wherein the first clutch member is a face clutch associated with the differential carrier and having axially-extending clutch teeth, wherein the second clutch member is a dog plate ring having external radially-extending spline teeth and axially-extending dog teeth commonly formed on drive portions connected by adjacent web portions, wherein the clutch actuation mechanism includes a first actuation plate latched to the actuation component, a second actuation plate having axially-extending drive flanges passing through cut-outs formed in the outer housing and which are in engagement with the web portions of the dog plate ring, and a thrust bearing disposed between the first and second actuation plates.
10. 10 . The disconnectable differential assembly of claim 9 , wherein the external radial splines on the drive portions of the dog plate ring are in constant meshed engagement with internal splines formed on the outer housing within the internal cavity.
11. 11 . The disconnectable differential assembly of claim 9 , wherein the drive flanges on the second actuation plate include latch flanges that are latched to the web portions of the dog plate ring via a crimped connection.
12. 12 . A disconnectable differential assembly for a vehicle, comprising: a power transfer mechanism driven by an electric motor; a differential mechanism drivingly connected to a pair of ground-engaging wheels; a power-operated disconnect mechanism operable in a disconnected mode to uncouple the power transfer mechanism from the differential mechanism and in a connected mode to couple the power transfer mechanism to the differential mechanism; and a control system for controlling operation of the electric motor and the power-operated disconnect mechanism; wherein the power transfer mechanism includes a ring gear driven by the electric motor and an outer housing fixed to the ring gear to define an internal cavity, wherein the differential mechanism is rotatably supported within the internal cavity and includes a differential carrier and a gearset driven by the differential carrier, and wherein the power-operated disconnect mechanism includes a clutch unit operably disposed between the outer housing and the differential carrier and an electromagnetic actuator unit operable for shifting the clutch unit between a released state whereat the disconnect mode is established and an engaged state whereat the connected mode is established; wherein the clutch unit includes a first clutch member associated with the differential carrier and having clutch teeth, and a second clutch member having dog teeth and being coupled for common rotation with the outer housing and axially moveable relative to the differential carrier between retracted and extended positions, the clutch unit being operable in its released state when the second clutch member is located in its retracted position such that its dog teeth are disengaged from the clutch teeth and further operable in its engaged state when the second clutch member is located in its extended position such that its dog teeth are engaged with the clutch teeth, and wherein the clutch unit further includes a biasing arrangement for normally biasing the second clutch member towards its retracted position; a clutch actuation mechanism operably arranged to interconnect the second clutch member to a moveable actuation component of the electromagnetic actuator unit, wherein the actuation component is located in a non-actuated position when the electromagnetic actuator unit is operating in a power-off condition and is located in an actuated position when the electromagnetic actuator unit is operating in a power-on condition, and wherein the clutch actuation mechanism is operable to move the second clutch member between its retracted and extended positions in response to movement of the actuation component between its non-actuated and actuated positions; wherein the electromagnetic actuator unit is an annular device including an annular solenoid coil substantially encased within an annular pole housing, and wherein the actuation component is an annular plunger configured to be located in its non-actuated position when the solenoid coil is non-energized and to be located in its actuated position when the solenoid coil is energized; wherein the clutch actuation mechanism further includes an actuation sleeve upon which the annular plunger is mounted, and wherein a first actuation plate of the clutch actuation mechanism engages an end of the actuation sleeve, wherein the clutch actuation mechanism further includes a second actuation plate and a thrust bearing disposed between the first and second actuation plates, wherein the second actuation plate is rotatable relative to the first actuation plate.
13. 13 . A disconnectable differential assembly for a vehicle, comprising: a power transfer mechanism driven by an electric motor; a differential mechanism drivingly connected to a pair of ground-engaging wheels; a power-operated disconnect mechanism operable in a disconnected mode to uncouple the power transfer mechanism from the differential mechanism and in a connected mode to couple the power transfer mechanism to the differential mechanism; and a control system for controlling operation of the electric motor and the power-operated disconnect mechanism; wherein the power transfer mechanism includes a ring gear driven by the electric motor and an outer housing fixed to the ring gear to define an internal cavity, wherein the differential mechanism is rotatably supported within the internal cavity and includes a differential carrier and a gearset driven by the differential carrier, and wherein the power-operated disconnect mechanism includes a clutch unit operably disposed between the outer housing and the differential carrier and an electromagnetic actuator unit operable for shifting the clutch unit between a released state whereat the disconnect mode is established and an engaged state whereat the connected mode is established; wherein the clutch unit includes a first clutch member associated with the differential carrier and having clutch teeth, and a second clutch member having dog teeth and being coupled for common rotation with the outer housing and axially moveable relative to the differential carrier between retracted and extended positions, the clutch unit being operable in its released state when the second clutch member is located in its retracted position such that its dog teeth are disengaged from the clutch teeth and further operable in its engaged state when the second clutch member is located in its extended position such that its dog teeth are engaged with the clutch teeth, and wherein the clutch unit further includes a biasing arrangement for normally biasing the second clutch member towards its retracted position; a clutch actuation mechanism operably arranged to interconnect the second clutch member to a moveable actuation component of the electromagnetic actuator unit, wherein the actuation component is located in a non-actuated position when the electromagnetic actuator unit is operating in a power-off condition and is located in an actuated position when the electromagnetic actuator unit is operating in a power-on condition, and wherein the clutch actuation mechanism is operable to move the second clutch member between its retracted and extended positions in response to movement of the actuation component between its non-actuated and actuated positions; wherein the electromagnetic actuator unit is an annular device including an annular solenoid coil substantially encased within an annular pole housing, and wherein the actuation component is an annular plunger configured to be located in its non-actuated position when the solenoid coil is non-energized and to be located in its actuated position when the solenoid coil is energized; wherein the annular plunger has a tapered leading outer surface configured to overly a non-tapered shoulder portion of the pole housing during movement of the plunger between its non-actuated and actuated positions.
14. 14 . The disconnectable differential assembly of claim 7 , wherein the electric motor and the disconnectable differential assembly define an electric drive axle for an electric vehicle.
15. 15 . The disconnectable differential assembly of claim 14 , wherein the electric drive axle is adapted for installation as the secondary electric powertrain in an electric vehicle to provide a four-wheel drive arrangement.
16. 16 . The disconnectable differential assembly of claim 1 , wherein the dog plate component comprises a dog plate clutch sleeve having a cylindrical sleeve portion coupled via the splined connection to the outer housing.
17. 17 . The disconnectable differential assembly of claim 7 , wherein a biasing arrangement is disposed between the second actuation plate and a ring portion of the outer housing, wherein the biasing arrangement biases the dog plate ring away from the face clutch and, via the clutch actuation unit, biases the actuation component toward its non-actuated position.
18. 18 . The disconnectable differential assembly of claim 17 , wherein the second actuation plate includes a plurality of locking flanges that engage the drive lugs on opposite sides of the latch flanges, wherein the biasing arrangement biases the second actuation plate away from the ring portion of the outer housing, thereby biasing the dog plate ring away from the face clutch.
19. 19 . The disconnectable differential assembly of claim 7 , wherein the dog plate ring includes external splines configured to be in constant meshed engagement with internal splines formed within the outer housing.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS This application is a U.S. National Stage of PCT International Patent Application No. PCT/CA2021/051654, filed on Nov. 22, 2021, which claims the benefit and priority to U.S. Provisional Patent Application Ser. No. 63/116,999, filed on Nov. 23, 2020, and U.S. Provisional Patent Application Ser. No. 63/156,389, filed on Mar. 4, 2021, the entire disclosures of which are incorporated herein by reference. FIELD The present disclosure related generally to differential assemblies of the type used in motor vehicles and which are configured to include a power transfer mechanism, a differential mechanism, and a power-operated disconnect mechanism operable for selectively coupling and uncoupling the differential mechanism and the power transfer mechanism. The present disclosure is also directed to electrically-powered drivetrains, such as an electric axle assembly, equipped with such a “disconnectable” differential assembly. BACKGROUND This section provides background information related to the present disclosure which is not necessarily prior art. In view of the recent commitment of most motor vehicle OEM's to development of electric vehicles (EV's), a great deal of engineering activity has been directed to efficiently packaging an electric powertrain for installation into electric vehicles. In many configurations, the electric powertrain is the exclusive or “primary” electric powertrain and is operable for generating and transmitting motive power (i.e., drive torque) to a single pair of wheels, typically the front wheels. However, attention has also been directed to development of EV's having a “secondary” electric powertrain, in addition to the primary electric powertrain, that is operable to generate and transmit motive power to the other pair of wheels, such as the rear wheels, to establish a four-wheel drive (4WD) vehicle. The secondary electric powertrain may include an electric motor driving a differential assembly, packaged as an electric drive axle. When the 4WD mode is not required, it is known to selectively “disconnect” the secondary electric powertrain by uncoupling the differential assembly from the electric motor via a power-operated disconnect device. Based on the amount of attention currently directed to development of optimized secondary electric powertrains, the structure and functional interaction of the power-operated disconnect device disposed between the electric motor and the differential assembly is important. Accordingly, a need exists to develop “disconnectable’ differential assemblies for use in secondary electric powertrain applications that are configured to advance the art. SUMMARY This section provides a general summary of the many aspects associated with the inventive concepts embodied in the teachings of the present disclosure and is not intended to be considered a complete listing of its full scope of protection nor all of its features and advantages. It is an aspect of the present disclosure to provide an electric powertrain having a disconnectable differential assembly which is configured for use in motor vehicle drivetrain and/or driveline applications and which embodies the inventive concepts set forth in the following detailed description and illustrated in the appended drawings. In accordance with this aspect, the disconnectable differential assembly of the present disclosure is generally associated with an electric powertrain and configured as an electrically-powered transaxle or drive axle of the type used in partially or fully electric vehicles for transmitting motive power (i.e. drive torque) from an electric motor to a pair of ground-engaging wheels. The disconnectable differential assembly of the present disclosure is configured to generally include a power transfer mechanism driven by the electric motor, a differential mechanism drivingly connected to the ground-engaging wheels, and a power-operated disconnect mechanism operable in a first or “Connected” mode to couple the power transfer mechanism to the differential mechanism and further operable in a second or “Disconnected” mode to uncouple the power transfer mechanism from the differential mechanism. In the various alternative and non-limiting embodiments of the disconnectable differential assemblies associated with the present disclosure, the power transfer mechanism is configured to include a ring gear adapted to be driven by the electric motor, and an outer housing fixed for common rotation with the ring gear and which together define an internal cavity. In addition, the differential mechanism is rotatably disposed within the internal cavity and includes a differential carrier supporting a differential gearset. Further, the power-operated disconnect mechanism is configured to include a clutch unit disposed between the outer housing and the differential carrier, and an electromagnetic actuator unit operable for shifting the clutch unit between a first or “engaged” state to