Ford Global Technolgoies, LLC

Paul M Moubarak

Joseph Jay Torres

Peter John Grutter

Andreas Evangelos Perakes

Weitian Chen

William David Guarino

Jonathan Sullivan

Nicholas Edward McCubbin

Hong Jiang

Zhengyu Dai

Vladimir Ivanovic

Abhinav Kumar

Shubham Dixit

Dan Fratila

Methods and system are described for changing a gear ratio of an axle gearbox that does not include friction clutches and that may or may not include synchronizers. The axle gearbox may receive propulsive force via an electric machine. The methods and systems permit the axle gearbox to be shifted from a high gear range to a low gear range while a vehicle that includes the axle gearbox is moving.

System and method for changing gear ranges of an electric vehicle

A vehicle electric torque vectoring system includes a traction motor, a vectoring motor, gears, and a controller. The gears transfer torque from the propulsion and vectoring motors to wheels. The controller, responsive to a step change in an unmodified torque request for the vectoring motor and a predicted torque response of the vectoring motor being greater than the unmodified torque request, commands the vectoring motor to generate torque with a modified torque request less than the unmodified torque request. The controller further, responsive to the predicted torque response becoming less than the unmodified torque request, commands the vectoring motor to generate torque with the unmodified torque request.

Torque vectoring with model-predictive torque requests

Methods and systems are provided for operating a vehicle that may be propelled via a primary axle and a secondary axle. In one example, a propulsion source of a secondary axle may be decoupled from at least one wheel via a dog clutch that includes teeth. The dog clutch may be disengaged in a way that reduces driveline noise and may reduce a possibility of driveline degradation.

Methods and system for disconnecting an axle

Methods and systems are provided for operating a vehicle that includes a torque vectoring electric machine. In one example, torque output of a torque vectoring electric machine is adjusted to reduce driveline torque disturbances when the torque vectoring electric machine is activated. The torque output is adjusted in response to a speed difference between a wheel speed and a speed of the torque vectoring electric machine.

Methods and system for operating a torque vectoring electric machine

Methods and systems are provided for operating a vehicle during operating conditions where wheel slip may occur. In one example, a torque vectoring electric machine torque output is adjusted to direct propulsion torque from one wheel to a different wheel. Additionally, the propulsive torque is adjusted responsive to a driver demand wheel torque.

Methods and system for torque vectoring

A selective torque transfer device is provided to transfer torque between one rotating component and a decoupled non-rotating component. The torque transfer device has an input shaft that extends along an axis and is connected to an input hub. The input shaft and input hub rotate about the axis on which they extend. A slider is disposed within the input hub and is capable of moving in a direction transverse to the axis. An output shaft extends along the axis and is connected to an output hub. The output shaft and output hub rotate about the axis on which they extend when the selective torque transfer device is in the engaged position. A link pivotally connects the output hub to the slider. The input hub is configured to rotate about its axis to create a torque.

Mechanically coupled system with variable lever arm for torque coupling and decoupling between input and output

A vehicle includes a first axle, second axle, first clutch, second clutch, and controller. The first and second axles are coupled by a driveshaft. The first and second clutches are configured to isolate the driveshaft from loads transferred through the first and second axles, respectively, when open. The controller is programmed to, in response to a difference between output speeds of the first and second axles exceeding a first threshold, close the second clutch, reduce the difference such that it is below a second threshold, and close the first clutch.

Vehicle traction and all-wheel drive control system

A clutch assembly includes a first clutch assembly having first clutch plates rotatably fixed to a first shaft and first carrier plates rotatably fixed to a clutch basket. The clutch assembly further includes a second clutch assembly having second clutch plates rotatably fixed to a second shaft and second carrier plates rotatably fixed to the clutch basket. The first and second clutch assemblies rotate about a common central axis and are actuated by a common actuator.

Drive unit with limited slip and driveline disconnect capability

A multiple-stage ball ramp actuator includes an axially movable outer ring having at least one outer groove and an outer ball disposed in the outer groove. The multiple-stage ball ramp actuator further includes an axially movable inner ring rotatably fixed relative to the outer ring. The inner ring has at least one inner groove and an inner ball disposed in the inner groove.

Multiple-stage ball ramp actuator

A vehicle includes a driveshaft, first axle, second axle, first clutch, second clutch, and controller. The driveshaft is selectively coupled to outputs of the first and second axles by the first and second clutches, respectively. The controller is programmed to, in response to a command to reconnect the driveshaft to the outputs of the first and second axles, close the second clutch to transfer loads from the second axle to the driveshaft, adjust the slip speed of the first clutch to within a target range, and close the first clutch.

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Blue Ash, OH, United States of America

Paul M Moubarak