# US 8,771,128 B2 · AWD vehicle with active disconnect coupling having multi-stage ball ramp

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- Number: US 8,771,128 B2
- Document ID: US8771128B2
- Status: Granted
- Kind: B2
- Application number: 13/778,569
- Filed: 2013-02-27
- Published: 2013-07-11
- Granted: 2014-07-08
- Earliest claimed: 2009-08-11
- Assignees: Magna Powertrain of America, Inc.
- Applicants: Todd Ekonen; Johannes Quehenberger
- Inventors: Todd Ekonen; Johannes Quehenberger
- Web page: https://patentgrep.com/patent/US8771128B2

## CPC

- F16D 23/12: Mechanical clutch-actuating mechanisms arranged outside the clutch as such (specific for combined clutches F16D21/00; mechanisms specific for synchronisation F16D23/02)
- F16H 57/043: {within rotary parts, e.g. axial channels or radial openings in shafts}
- B60K 17/16: of differential gearing
- B60K 17/344: having a transfer gear
- B60K 17/348: 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 (B60K17/346 takes precedence)
- B60K 23/0808: {for varying torque distribution between driven axles, e.g. by transfer clutch}
- F16D 13/52: Clutches with multiple lamellae {; Clutches in which three or more axially moveable members are fixed alternately to the shafts to be coupled and are pressed from one side towards an axially-located member (F16D13/385 takes precedence)}
- 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)
- F16D 48/06: Control by electric or electronic means, e.g. of fluid pressure
- F16H 37/065: {with a plurality of driving or driven shafts (F16H37/0806 takes precedence)}
- F16H 37/0813: {with only one input shaft}
- F16H 48/08: comprising bevel gears
- F16H 57/04: Features relating to lubrication or cooling {or heating} (control of lubrication or cooling in hydrostatic gearing F16H61/4165)
- F16H 57/0473: {Friction devices, e.g. clutches or brakes}
- F16H 57/0483: {Axle or inter-axle differentials}
- B60T 8/322: {Systems specially adapted for vehicles driven by more than one axle, e.g. Four Wheel-Drive vehicles}
- F16D 27/004: {with permanent magnets combined with electromagnets}
- F16D 2023/123: {Clutch actuation by cams, ramps or ball-screw mechanisms}
- F16D 2125/36: Helical cams, Ball-rotating ramps
- F16D 2125/38: with plural cam or ball-ramp mechanisms arranged concentrically with the brake rotor axis
- F16D 2500/70448: for regulating the amount of fluid flow
- F16H 2048/423: {characterised by bearing arrangement}
- Y02T 10/40: Engine management systems
- F16D: COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16H: GEARING
- 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
- B60T: VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL (electrodynamic brake systems for vehicle, in general B60L; brakes per se, i.e. devices where braking effect occurs, including ultimate brake actuators, F16D); ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION

## Abstract

A vehicle drive train includes a first power disconnection device and a first driveline for transferring torque to a first set of wheels. A second driveline for transferring torque to a second set of wheels includes a differential gearset having an output coupled to a second power disconnection device. A hypoid gearset is positioned within the second driveline in a power path between the first and second power disconnection devices. The second power disconnection device includes a clutch having a first set of clutch plates fixed for rotation with the differential gearset output. The clutch further includes a second set of clutch plates fixed for rotation with a shaft adapted to transfer torque to one of the wheels of the second set of wheels. A valve limits a flow of coolant to the clutch when the second power disconnection device operates in a disconnected mode.

## Claims

### Claim 1

A drivetrain for a motor vehicle having a power source and first and second sets of wheels, the drivetrain comprising:
a first driveline adapted to transfer torque from the power source to the first set of wheels; a power take-off unit including a first hypoid gearset and a first disconnect coupling for selectively interrupting the transfer of torque between the first driveline and the first hypoid gearset; and a second driveline adapted to transfer torque from the first hypoid gearset to the second set of wheels, the second driveline including a propshaft driven by the first hypoid gearset, a second hypoid gearset driven by the propshaft, a differential assembly driven by the second hypoid gearset, and a second disconnect coupling for selectively interrupting the transfer of torque between the second set of wheels and the second hypoid gearset, wherein the differential assembly has an input driven by the second hypoid gearset, a first output driving a first axle shaft adapted to drive one of the second set of wheels and a second output driving a second axle shaft adapted to drive the other one of the second set of wheels, wherein the second disconnect coupling is configured to selectively connect and disconnect the second output of the differential assembly to the second axle shaft, the second disconnect coupling including a multi-plate clutch operably disposed between the second output and the second axle shaft, and a ball ramp clutch actuator operable for axially moving an apply plate relative to the multi-plate clutch, wherein the ball ramp clutch actuator includes a first cam member having a first groove, a second cam member having a second groove, and a roller disposed in rolling engagement with the first and second grooves, wherein relative rotation between the first and second cam members causes the second cam member to translate for axially translating the apply plate, wherein the first groove defines a first angled portion and a second angled portion, wherein the second groove defines a third angled portion and a fourth angled portion, and wherein the first and third angled portions have the same angle and extend along complementary lengths of the first and second grooves, respectively, to establish a first rate of axial apply plate travel in response to the relative rotation between the first and second cam members and, wherein the second and fourth angled portions have the same angle, different from the first and third angled portions, and extend along complementary lengths of the first and second grooves, respectively, to establish the second rate of axial apply plate travel in response to the relative rotation between the first and second cam members, wherein the first rate of axial apply plate travel is larger than the second rate of axial apply plate travel, and wherein the ball ramp clutch actuator reduces frictional losses by maximizing distances between elements of the multi-plate clutch when disconnected.

### Claim 2 (depends on 1)

The vehicle drivetrain of claim 1, wherein the second disconnect coupling further includes a stub shaft fixed for rotation with the second output of the differential assembly and a driven spindle fixed for rotation with the second axle shaft, wherein the multi-plate clutch includes a first clutch member fixed for rotation with the stub shaft, a second clutch member fixed for rotation with the driven spindle, and a clutch pack operably disposed between the first and second clutch members.

### Claim 3 (depends on 2)

The vehicle drivetrain of claim 2 wherein interleaved clutch plates of the clutch pack are axially spaced apart a maximum amount when the second disconnect coupling is operating in a non-torque transferring mode, wherein the first rate of axial apply plate travel is provided upon initial activation of the ball ramp clutch actuator to minimize the spacing between the clutch plates when switching the second disconnect coupling from the non-torque transferring mode into a torque transferring mode.

### Claim 4 (depends on 3)

The vehicle drivetrain of claim 3 wherein the second lesser rate of axial apply plate travel is used to vary the magnitude of the drive torque transferred by the multi-plate clutch when the second disconnect coupling is operating in the torque transferring mode.

### Claim 5

A disconnectable driveline for a motor vehicle having a power source supplying drive torque to a set of primary wheels, the disconnectable driveline comprising: a power take-off unit having a first hypoid gearset and a first disconnect clutch operable for selectively interrupting the supply of drive torque from the power source to the first hypoid gearset; a propshaft driven by the first hypoid gearset; an axle assembly including an axle housing rotatably supporting first and second axle shafts driving a set of secondary wheels, a second hypoid gearset rotatably supported by the axle housing and driven by the propshaft, a differential assembly driven by the second hypoid gearset, and a second disconnect clutch operable for selectively interrupting the supply of drive torque from the differential assembly to the secondary wheels, wherein the second disconnect clutch includes a first rotary component connected for rotation with a first output gear of the differential assembly, a second rotary component connected for rotation with the second axle shaft, a clutch pack of interleaved clutch plates disposed between the first and second rotary components, an apply plate axially moveable relative to the clutch plates for applying a clutch engagement force to the clutch pack, and a ball ramp actuator operable for controlling axial movement of the apply plate and configured to provide a first rate of apply plate travel to eliminate clearances and minimize spacing between the clutch plates and a second lesser rate of apply plate travel to vary a magnitude of a clutch engagement force to control torque transmitted through the second disconnect clutch; a control system for controlling actuation of the ball ramp actuator, wherein the ball ramp actuator includes a first cam member having a first groove, a second cam member having a second groove, and a roller disposed in rolling engagement with the first and second grooves, wherein relative rotation between the first and second cam members causes the second cam member to translate for axially translating the apply plate, wherein the first groove defines a first angled portion and second angled portion, wherein the second groove defines a third angled portion and a fourth angled portion, wherein the first and third angled portions extend along lengths at first angles to establish the first rate of axial apply plate travel and the second and fourth angled portions extend along lengths at second angles to establish the second rate of axial apply plate travel, and wherein the ball ramp clutch actuator reduces frictional losses by maximizing distances between the interleaved clutch plates when disconnected.

### Claim 6 (depends on 5)

The disconnectable driveline of claim 5 wherein the differential assembly includes an input member driven by the second hypoid gearset, a second output gear aligned for rotation along a rotary axis common with that of the first output gear, and a gearset driven by the input member and meshed with the first and second output gears.

### Claim 7 (depends on 5)

The disconnectable driveline of claim 5 wherein the control system is further operable to control an actuator associated with the first disconnect clutch to selectively connect the first hypoid gearset to the power source.

### Claim 8 (depends on 5)

The disconnectable driveline of claim 5 wherein the second disconnect clutch further includes a valve operable to regulate a flow of lubricant to the clutch pack based on the actuated condition of the ball ramp actuator.

### Claim 9 (depends on 5)

The disconnectable driveline of claim 5 wherein the second hypoid gearset and the differential assembly are supported in a first chamber formed in the axle housing, and wherein the second disconnect clutch is disposed within a second chamber formed in the axle housing.

### Claim 10

A drivetrain for a vehicle having a power source and first and second sets of wheels, comprising: a first driveline for transferring power from the power source to the first set of wheels; a power take-off unit including a first hypoid gearset and a first disconnect coupling for selectively cutting off the transfer of torque from the power source to said first hypoid gearset; a second driveline operably connected with said first hypoid gearset of said power take-off unit for transferring power to the second set of wheels; said second driveline including a second hypoid gearset and a propeller shaft extending between said first and second hypoid gearsets and a differential which is driven by said second hypoid gearset and a second disconnect coupling for selectively cutting off the transfer of torque between the second set of wheels and said second hypoid gearset; said second disconnect coupling including a multi-plate clutch with a plurality of clutch plates that are interleaved with one another and including a ball ramp clutch actuator for moving said interleaved clutch plates into and out of engagement with one another and for controlling the transfer of torque between the second set of wheels and said second hypoid gearset when said interleaved clutch plates are in engagement with one another, wherein the ball ramp clutch actuator includes a first cam member having a first groove, a second cam member having a second groove, and a roller disposed in rolling engagement with the first and second grooves, wherein relative rotation between the first and second cam members causes the second cam member to translate for axially translating the apply plate, wherein the first groove defines a first angled portion and a second angled portion, wherein the second groove defines a third angled portion and a fourth angled portion, and wherein the first and third angled portions have the same angle and extend along complementary lengths of the first and second grooves, respectively, to establish a first rate of axial apply plate travel in response to the relative rotation between the first and second cam members and, wherein the second and fourth angled portions have the same angle, different from the first and third angled portions, and extend along complementary lengths of the first and second grooves, respectively, to establish the second rate of axial apply plate travel in response to the relative rotation between the first and second cam members, wherein the first rate of axial apply plate travel is larger than the second rate of axial apply plate travel, and wherein the ball ramp clutch actuator reduces frictional losses by maximizing distances between the interleaved clutch plates when disconnected.

### Claim 11 (depends on 10)

The drivetrain as set forth in claim 10 wherein said differential includes an input that is driven by said second hypoid gearset and a first output driving a first axle shaft and a second output driving a second output shaft.

### Claim 12 (depends on 11)

The drivetrain as set forth in claim 11 wherein said second disconnect coupling further includes a stub shaft fixed for rotation with said second output of said differential and a driven spindle fixed for rotation with said second axle shaft and wherein a plurality of said clutch plates are fixed for rotation with said shaft and a plurality of said clutch plates are fixed for rotation with said spindle.

### Claim 13 (depends on 10)

The drivetrain as set forth in claim 10 wherein said ball ramp mechanism includes a ball ramp actuator operably coupled with at least one of said cam plates for rotating said cam plates relative to one another.

### Claim 14 (depends on 10)

The disconnectable driveline of claim 10 wherein said multi-plate clutch further includes a valve operable to regulate a flow of lubricant to said multi-plate clutch based on the actuated condition of said ball ramp mechanism.