Dana Corporation

Other

Borgwarner Inc.

Wesley M Dick

David C Reuter

Joseph A Dick

Martin J Hermanns

John L Hickey

A bi-directional one-way clutch which permits relative overrun or differentiation between a first torque transmitting shaft and a second torque transmitting shaft up to a predetermined level and, if the amount of relative overrun or differentiation between the first torque transmitting shaft and the second torque transmitting shaft this predetermined level, locks the first torque transmitting shaft and the second torque transmitting shaft together such that the first torque transmitting shaft and the second torque transmitting shaft rotate at substantially the same rotational speed. This bi-directional one-way clutch is particularly useful for use in an 'on demand' four-wheel drive system having a front wheel drive transaxle assembly where the bi-directional one-way clutch acts an a torque transmitting device which allows relative overrun of differentiation between the front wheels and the rear wheels up to a predetermined level and, if the amount of relative overrun or differentiation between the front wheels and the rear wheels exceeds this predetermined level, locks the front wheels and the rear wheels together such that the front wheels and the rear wheels rotate at substantially the same rotational speed. The bi-directional one-way clutch preferably includes a first torque transmitting shaft which is coupled to the transmission of transaxle assembly such that the first torque transmitting shaft is rotatably driven by the transmission of transaxle assembly and transmits torque to the front axle and a second torque transmitting shaft which is rotatably coupled to the rear axle.

Bi-directional one-way clutch

Anti-gear hopping device for a power transmission mechanism for an automotive vehicle. The power transmission mechanism may be a torque transfer case of a four wheel drive system. The anti-gear hopping device prevents undesired shifting between high range speed and low range speed modes of operation. The anti-gear hopping device comprises: (A) a fluid pressure mechanism for controlling the movements of a shift member; (B) a valve mechanism for actuating the fluid pressure mechanism; and (C) a valve actuator. The fluid pressure mechanism may include either a diaphragm or a piston which divides a chamber into two cavities which may be at different pressures. An output member linked to the diaphragm or piston controls shifting. The valve means is preferably a four way valve which includes first and second inlet ports in respective communication with the cavities of the fluid pressure actuator, and first and second outlet ports which are in respective communication with a source of fluid under higher pressure, say the atmosphere, and a source of fluid under lower pressure, said a vacuum source. The valve mechanism in a first state places a first outlet port and first cavity in communication therewith in communication with one of said fluid pressure sources, and simultaneously places the second inlet port and cavity in communication therewith in communication with the other source of fluid. In the second state, the respective communications are reversed so that the first inlet port is in communication with the second outlet port, and the second inlet port is in communication with the first inlet port. The valve mechanism further has a third state in which the first and second inlet ports are both closed, so that pressures previously established in the cavities are maintained. This prevents undesired shifting. Finally, the valve actuator means may comprise a three position switch which makes it possible to selectively place the valve mechanism in a desired one of the three states.

Anti-gear-hopping device

A four-wheel motor vehicle drive transfer case with limited differentiation is designed to provide full time four-wheel drive and limit slip or differentiation between the rear and front wheels of a motor vehicle using a mechanical system. The torque transfer case allows differentiation between the front and the rear wheels of the motor vehicle up to a predetermined threshold and thereafter prevents differentiation so that the torque to the axle with the slipping wheels is redirected and transmitted to the axle with the non-slipping wheels. Preferably, an interaxle differential in the torque transfer case locks whenever the rear output shaft attempts to overrun the front output shaft. Also, the torque transfer case preferably allows the front drive shaft to overrun the rear drive shaft by that amount that occurs during 'normal' motor vehicle turning and cornering operations or that amount which may occur due to differences in tire static loaded radius and thereafter locks the interaxle differential to prevent any further differentiation.

Four-wheel motor vehicle drive transfer case with limited differentiation

A full time four-wheel drive system for a vehicle is described which utilizes a unique torque distributor subassembly which provides a torque differentiation function as well as a speed ratioing function, thereby permitting utilization with a torque transmitting subassembly which is greatly simplified relative to a conventional transmission. The torque distributor subassembly includes an input shaft for receiving output torque from a torque transmitting subassembly of a vehicle, a plurality of output shafts and means for connecting the input shaft to each of the output shafts. The connecting means comprises a plurality of continuously variable belt drives, each having a drive pulley mounted on the input shaft and driven thereby and a driven pulley mounted on one of the output shafts with the pulleys carrying a belt therebetween. Each pulley comprises a pair of sheaves which are axially moveable in relation to one another. The pair of sheaves of each pulley are caused to shift axially relative to one another by an electronic control system which is responsive to divide torque among the output shafts in a predetermined relationship and to further ratio speed between the input shaft and each of the output shafts in a predetermined relationship. The system operates to substantially maintain these predetermined relationships during normal operation of the vehicle, for improved vehicle handling, stability and feel.

Full time four-wheel drive system

A clutch actuating device for use in a vehicle drivetrain subassembly having a clutch and a rotatable drive member, including first and second rotating members which are rotatably mounted to the drive member and are free to rotate relative to one another and relative to the drive member. The first and second rotating members engage one another so as to cause axial translation relative to one another in response to relative rotation between one another due to the engagement of ramp surfaces included on each member or, alternatively, due to the engagement of screw threads formed on each member. A gear system is connected to the first and second rotating members for differentially driving them and for controlling a direction of rotation of the rotating members relative to the drive member. First and second pilot clutches, are connected to the gear system and the pilot clutches are selectively activated, and selectively grounded. Activation of one of the pilot clutches causes relative rotation between the first and second rotating members which results in engagement of the drivetrain subassembly clutch, and activating the other of the pilot clutches causes relative rotation between the first and second rotating members which results in disengagement of the drivetrain subassembly clutch. In a preferred embodiment, the first and second rotating members are attached to, and may be integrally formed with, first and second ring gears of a planetary gear set.

Clutch actuating device having pilot clutches for use in a vehicle

The invention is directed to a clutch actuating device for use in a vehicle drivetrain subassembly having a clutch. The clutch actuating device comprises first and second rotating members which are rotatably mounted to a drive member of a vehicle drivetrain subassembly. The first and second rotating members are rotatable relative to the drive member, and are also rotatable relative to each other. First and second clutch loading members are also rotatably mounted to the drive member, and relative to one another, with the first and second clutch loading members engaging one another to cause axial translation relative to one another upon relative rotation therebetween. First and second pilot clutches, including at least one rotatable plate, are coupled to one of the first or second rotating members. The pilot clutches are selectively grounded to cause relative rotation between the first and second rotating members, which in turn causes differential rotation of the clutch loading members. Differential rotation between the clutch loading members causes axial translation of the first clutch loading means relative to the other so as to engage the drivetrain subassembly clutch. Alternatively, the other of the pilot clutches may be activated to cause axial translation in an opposite direction so as to disengage the drivetrain subassembly clutch.

Clutch actuating device for use in a vehicle drivetrain subassembly

A clutch actuating device for use in a vehicle drivetrain subassembly having a clutch and a rotatable drive member, comprising a first rotating member which is coupled to the drive member and a second rotating member which is free to rotate relative to the drive member. The first and second rotating members are differentially driven by a gear device and may include first and second ramp surfaces which engage one another so as to permit axial translation of the members relative to one another or alternatively, may comprise threaded screw members which engage one another so as to permit axial translation relative to one another. First and second pilot clutches comprising at least one rotatable plate are provided, with at least one of the pilot clutches being connected to the gear device. Pilot clutch activating devices are provided for selectively activating, and thereby selectively grounding, the first and second pilot clutches, wherein activating one of the first and second pilot clutches causes the second rotating member to translate axially relative to the first rotating member so as to load the drivetrain subassembly clutch, and wherein activating the other of the first and second pilot clutches causes the second rotating member to translate axially relative to the first rotating member so as to unload the drivetrain subassembly clutch.

A full time four-wheel-drive system for a vehicle is described which uses a unique torque-transfer case assembly. The transfer case includes a torque input shaft for receiving output torque from the transmission assembly of the vehicle, and front- and rear-output shafts connected to front and rear differentials of the vehicle. The transfer case assembly includes continuously variable belt drive connecting the input shaft to the front and rear output shafts, transferring a predetermined amount of torque to each output shaft. The continuously variable drive arrangement will include at least a primary pulley on the input shaft and a secondary pulley on the front output shaft, the pulleys carrying a belt therebetween. Each pulley comprises a pair of sheaves, which are axially moveable in relation to one another. The pair of sheaves of each pulley are shifted axially relative to one another by an assembly which is responsive to divide torque between the front and rear output shafts in a predetermined relationship. The system operates to substantially maintain this predetermined relationship during normal operation of the vehicle, and balance torque between the front and rear output shafts to yield improved vehicle handling, stability and feel.

Torque transfer case for a full time four-wheel drive system

A four wheel drive transfer case transmits power from the output of a vehicle transmission to front and rear differential assemblies. The transfer case includes an input shaft coupled to the output shaft of the vehicle transmission, and an interaxle planetary gear differential for dividing power between a rear output shaft connected to the vehicle rear differential and a front output shaft connected to the vehicle front differential. An electromagnetic friction clutch is located in the transfer case and is adapted to selectively lock the planetary gear differential to prevent slip between the front and rear output shafts. An electronic control is operative to selectively engage the electromagnetic clutch to lock the differential for a predetermined time period when a predetermined amount of slip is detected between the front and rear output shafts. In accordance with the present invention, a cross-axised gearing arrangement is utilized to provide an angled front output shaft which has a rotational axis oriented in non-parallel, non-intersecting relationship with the rotational axis of the rear output shaft. This arrangement provides a substantially straight line connection between the transfer case and the vehicle rear differential, and between the transfer case and the vehicle front differential. Also, a unique lubrication system is provided for supplying lubricating oil to the upper components of the transfer case.

Vehicle torque transfer case for a four wheel drive system

A gear assembly for selectively shifting the driving torque in an engine driven vehicle to either a 2 or 4-wheel high mode while in motion, or from a neutral position to a 4-wheel low mode and return. The assembly has five main gears including an input set of two and an output set of three constant mesh gears rotatably mounted in fixed positions and a synchronizer in between the two sets in selective driving association with the output gear set. Selective transfer of torque from the input drive to the assembly to either or both the front and rear output shafts is effected by operation of a single shift rod which in turn moves a single fork both for activation of the synchronizer and for shifting the assembly into its 2 and 4-wheel high, neutral and 4-wheel low drive positions through interconnecting gear clutch collars. In one embodiment a pair of coaxial collars are incorporated in the gear assembly. In a second embodiment which reduces need for concern for windup stress, three such collars are utilized, one being coaxial with two side-by-side slideable collars internal thereof. A poppet member arrangement in the form of poppet balls or slugs provide an interlocking connection between clutch collars for their positive positioning in the drive positions manually selected by way of the shift rod.

Vehicle gear assembly for torque transfer to two or four wheels

A hydromechanical transmission provides four gear ranges, the first of which provides a reverse gear range and a low gear range, and the fourth of which is an overdrive range. The transmission utilizes either four or five planetary gearsets and four sequentially actuated clutches, two of which act as brakes. The hydraulic section uses a fixed displacement hydraulic unit and a variable displacement hydraulic unit which alternately act as a pump or a motor. The hydraulic section adds to or substracts from the mechanical gear ratio in a differential arrangement which also acts as range gearing to provide an infinitely variable transmission. Most or all rotating elements move as a unit at three operating points, idle, mid-second-gear, and direct drive, to reduce losses at typical operating points and allow a stepless transition to a locked direct drive.

Four range hydromechanical transmission

A vehicle torque transfer gear assembly unit for driving four wheels of a vehicle in which both the rear and front output shafts of the unit are capable of straight line connected relation with the rear and front drive shafts of the vehicle thereby eliminating the need for complex compound angled connecting means. The preferred embodiment exemplifying the invention is a five gear assembly of two input gears and three output gears selectively connectable for two wheel or four wheel high speed operation, or four wheel low speed operation beside a neutral mode. The rear output shaft is aligned in a straight line with the rear drive shaft extending downwardly toward the rear wheel differential while the front output shaft extends downwardly in the opposite direction to the front drive shaft toward the front wheel differential. The cross axised relation of the output shafts is effected by utilization of a frustum shaped front output gear having helical cut teeth matched to an intermediate gear on an axis parallel to the rear output shaft. As another embodiment, the front output shaft angle is produced by addition of an angular association of the intermediate shaft and gears thereon relative to the rear output gear and an angular association of the front output shaft and gear relative thereto by use of frustum shaped front output gear with helical cut gear teeth matched to the desired angle.

Vehicle torque transfer gear assembly having different angled output

A speed change mechanism, which includes a housing enclosing a travelling nut on a rotatable screw shaft, incorporates a device for limiting torsional impact loads on the shaft. In a preferred embodiment, the torque limiting device is comprised of two groups of annular members at each end of the shaft for frictionally absorbing impact loads created by sudden stoppage of the nut at respective ends of the shaft. Each group is comprised of at least one friction disc rotatably fixed but axially slidable with respect to the nut, and at least one torque reaction member non-rotatable within the housing against which an associated friction disc is urged via spring. Inertial loads created at ends of nut travel are thereby transferred to the housing instead of the screw shaft. In addition, the two groups of annular members cooperate with the spring to provide a pre-load shifter function for the speed change mechanism.

Torque limiting device

A two speed differential axle is disclosed having a lubricant containing housing which encloses engageable differential and planetary gear assemblies. An input shaft extends into the housing and has a pinion gear rigidly affixed to an inner portion thereof. The pinion gear is adapted to drive the differential and planetary gear assemblies. Two pinion bearing assemblies are positioned within a bore in the housing through which the input shaft extends. The pinion bearings operatively support the rotatable input shaft. A generally flat and annular baffle is rigidly affixed to the inner portion of the input shaft between the pinion bearings and the pinion gear. The baffle, the innermost pinion bearing, and a portion of the housing define a lubricant pump chamber for pressurizing and pumping lubricant. The housing further comprises a lubricant passageway having an inlet in communication with the lubricant pump chamber and positioned between the pinion bearings and the baffle, and an outlet adjacent the differential gear assembly. Means are provided for circulating lubricant from the differential gears to an area adjacent the pinion bearings, which are adapted for pumping the lubricant into the lubricant pump chamber and against the rotatable baffle. In operation the rotating baffle creates a lubricant pressure head within the lubricant pump chamber and at the inlet of the lubricant passageway which induces rapid circulation of lubricant through the housing.

Drive unit assembly

A vehicle suspension system is disclosed which has radius arms for connecting an axle assembly to a frame to accomodate the necessary relative movement therebetween. An improved connection is provided for rigidly securing the radius arms to the axle assembly. The connection consists of a cast wedge bracket adapted to be secured between an axle tube and wheel supporting yoke and mating wedge portions formed on the radius arm and associate clamp.

Growing community of inventors

Fort Wayne, IN, United States of America

Wesley M Dick