Shift control device and method for controlling axle assembly

Abstract

A shift control apparatus and a method of controlling an axle assembly of a vehicle. The method includes electrically connecting a shift control device to the vehicle; and commanding, by the shift control device, the actuator to move the coupler of the axle assembly to a neutral position, thereby disengaging the electric motor from the hub.

Description

Technical Field

[0001] The invention relates to a shift control device and a method for controlling an axle assembly by using the shift control device. background

[0003] An axle assembly having a clutch collar is disclosed in US Pat. No. 9,719,563. Overview

[0005] A method for controlling an axle assembly of a vehicle is provided. The method includes electrically connecting a shift control device to the vehicle. The shift control device is external to the vehicle. The method also includes: commanding an actuator, via the shift control device, to move a coupler of the axle assembly to a neutral position, thereby disconnecting an electric motor from a wheel hub of the axle assembly. The wheel hub is configured to support a wheel.

[0006] The axle assembly may include a differential assembly. The axle assembly may include a half shaft. The half shaft may be connected to the wheel hub. The coupling may selectively connect the half shaft and the differential assembly. When the coupling is in the neutral position, the half shaft may be disconnected from the differential assembly.

[0007] The axle assembly may include a differential assembly. The axle assembly may include the electric motor. When the coupling is in the neutral position, the electric motor may be disconnected from the differential assembly.

[0008] The axle assembly may include a transmission. The transmission may be operatively connected to the electric motor. The axle assembly may include a drive pinion. The drive pinion may be operatively connected to the differential assembly. The coupling may selectively connect the drive pinion to the transmission. When the coupling is in the neutral position, the transmission may be disconnected from the drive pinion.

[0009] The shift control device may be electrically connected to an external power source. The device power source may be external to the vehicle. When the actuator is commanded to move the coupling, electrical energy may be provided to the actuator from the device power source.

[0010] Electrically connecting the shift control device to the vehicle may include electrically connecting the shift control device and the device power supply to a controller of a vehicle control system. The vehicle may be provided with the vehicle control system. The controller of the vehicle control system may be electrically connected to the actuator.

[0011] The method may include providing a signal to the shift control device indicating the position of the coupler. The shift control device may have an operator communication device. The operator communication device may communicate the position of the coupler based on the signal. The operator communication device may be activated when the coupler is in the neutral position.

[0012] The axle assembly may have a lubricant pump. The method may include operating the lubricant pump when the shift control device is electrically connected to the actuator. The method may include operating the lubricant pump when the coupler is in the neutral position. The lubricant pump may be electrically connected to the external power source. The device power source may provide electrical energy to the shift control device.

[0013] Electrically connecting the shift control device to the vehicle may include electrically connecting the shift control device to the actuator without electrically connecting the shift control device to a controller of the vehicle control system. Electrically connecting the shift control device to the vehicle may include electrically connecting the device power supply to the actuator.

[0014] The method may include towing the vehicle when the coupler is in the neutral position. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 is a schematic representation of an example of a vehicle having an axle assembly, and an example of a shift control device electrically connected to the vehicle.

[0016] Figure 2 is a perspective view of an example of an axle assembly.

[0017] Figure 3 is a cross-sectional view of the axle assembly taken along section line 3-3,

[0018] Figure 4 is a cross-sectional view of the axle assembly taken along section line 4 - 4 .

[0019] Figure 5 is a perspective view of an example of a shift mechanism that may be provided for an axle assembly.

[0020] Figure 6 is a cross-sectional view of a portion of an axle assembly along section line 6 - 6 , illustrating an example of a coupler in a first position.

[0021] Figure 7 yes Figure 6 A cross-sectional view of a portion of an axle assembly in which a coupler is in a first neutral position.

[0022] Figure 8 yes Figure 6 A cross-sectional view of a portion of an axle assembly in which the coupler is in a second position.

[0023] Fig. 9 yes Figure 6 A cross-sectional view of a portion of an axle assembly in which the coupler is in a second neutral position.

[0024] Fig.10 yes Figure 6 A cross-sectional view of a portion of an axle assembly in which the coupler is in a third position.

[0025] Fig.11 is a flow chart of a method for controlling an axle assembly using a shift control device. DETAILED DESCRIPTION

[0026] As required, detailed embodiments of the present invention are disclosed herein; however, it should be understood that the disclosed embodiments are merely illustrative of the various and alternative forms in which the present invention may be implemented. The drawings are not necessarily to scale; some features may be exaggerated or minimized to show details of particular components. Therefore, the specific structural and functional details disclosed herein should not be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to employ the present invention in various ways.

[0027] It should also be understood that, although the terms first, second, etc. are used in some cases herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another element. For example, without departing from the scope of the various embodiments described, the first element can be referred to as the second element, and similarly, the second element can be referred to as the first element. Both the first element and the second element are elements, but they are not the same element.

[0028] The terms used in the description of the various embodiments described are only for the purpose of describing specific embodiments, and are not intended to be limiting. As used in the description of the various embodiments described and the appended claims, the singular forms "one", "a kind of" and "the" are intended to also include plural forms, unless the context clearly indicates otherwise. It should also be understood that, as used herein, the term "and / or" refers to and encompasses any and all possible combinations of one or more listed related items. It should be further understood that, when used in this specification, the terms "comprising", "comprising", "including" and / or "including" indicate the presence of the described features, integers, steps, operations, elements and / or parts, but do not exclude the presence or addition of one or more other features, integers, steps, operations, elements, parts and / or their groups.

[0029] refer to Figure 1 , an example of a vehicle 10 is shown. The vehicle 10 may be a motor vehicle, such as a truck, agricultural equipment, a military transport or armed vehicle, or a cargo loading device for land, air, or marine vessels. In one or more embodiments, the vehicle 10 may include a trailer for transporting cargo.

[0030] The vehicle 10 includes one or more axle assemblies 20, such as a front axle assembly and a rear axle assembly. The axle assembly 20 is shown as a drive axle assembly. The drive axle assembly is configured to provide torque to one or more wheel assemblies 22 that may be rotatably supported on the axle assembly 20. The wheel assembly 22 may include a tire 24 disposed on a wheel 26. Figure 1 Two axle assemblies 20 are shown; however, it is contemplated that more or fewer axle assemblies may be provided.

[0031] The vehicle 10 includes an electrical energy system 30 that includes a first electrical power source 32 and a second electrical power source 34. The vehicle 10 also includes a control system 36.

[0032] In some configurations, the axle assembly 20 includes a housing assembly 40, a differential assembly 42, a pair of half shafts 44, an electric motor 46, a transmission 48, and a drive pinion 50. In some configurations, the axle assembly 20 includes one or more wheel disconnects 52. The positioning of the differential assembly 42, the electric motor 46, and / or the transmission 48 may be different than shown. For example, the differential assembly 42 may be positioned between the electric motor 46 and the transmission 48. It is also contemplated that the electric motor 46, the transmission 48, or both may be positioned remotely from the axle assembly 20 and may not be part of the axle assembly 20. For purposes of illustration, the axle assembly 20 will be primarily illustrated in FIG. Figure 1 and Figure 2 The axle assembly 20 is described in the context of the illustrated configuration.

[0033] refer to Figure 1 The housing assembly 40 receives various components of the axle assembly 20. Additionally, the housing assembly 40 can facilitate mounting the axle assembly 20 to the vehicle 10. In some configurations, the housing assembly 40 can include an axle housing 60 and a differential carrier 62.

[0034] The axle housing 60 can receive and support the half-shaft 44. In some configurations, the axle housing 60 can include a center portion 64 and at least one arm portion 66.

[0035] The center portion 64 may be disposed proximate the center of the axle housing 60. The center portion 64 may define a cavity in which the differential assembly 42 may be received.

[0036] One or more arm portions 66 may extend from the center portion 64. For example, two arm portions 66 may extend from the center portion 64 in opposite directions and away from the differential assembly 42. The arm portions 66 may each have a hollow or tubular configuration that may extend around and receive a corresponding half-shaft 44 and may help separate or isolate the half-shaft 44 from the surrounding environment. A hub 68 may be rotatably disposed on the arm portion 66 and may be connected to the half-shaft 44. The wheel assembly 22 may be mounted to the hub 68.

[0037] The differential carrier 62 may be mounted to the central portion 64 of the axle housing 60 . The differential assembly 42 may be rotatably supported on the differential carrier 62 .

[0038] The differential assembly 42 is disposed in the housing assembly 40. For example, the differential assembly 42 can be disposed in the center portion 64 of the axle housing 60. The differential assembly 42 (which may also be referred to as an axle differential) can transfer torque to the half shafts 44 of the axle assembly 20 and permit the half shafts 44 and the wheel assembly 22 to rotate at different speeds in a manner known to those skilled in the art. For example, the differential assembly 42 can have a ring gear 70 that can be fixedly mounted on the differential housing. The ring gear 70 and the differential housing can rotate about a differential axis 72. The differential housing can receive a differential gear that can be operatively connected to the half shafts 44.

[0039] The half shaft 44 is configured to transfer torque between the differential assembly 42 and the corresponding wheel hub 68. For example, two half shafts 44 can be provided, so that each half shaft 44 extends through a different arm portion 66 of the axle housing 60. The half shaft 44 can rotate about an axis, such as a differential axis 72 or a wheel axis. The wheel axis can be the same as the differential axis 72 or can be different from the differential axis 72.

[0040] The electric motor 46 is configured to provide torque, such as propulsion torque or regenerative braking torque. The propulsion torque can be used to propel the vehicle 10, such as in a forward or backward direction. The propulsion torque can also be used to keep the vehicle 10 in a stationary position or help reduce, limit, or prevent the vehicle from rolling back, such as when the vehicle 10 is on an inclined surface. Regenerative braking can provide regenerative braking torque. When the electric motor 46 is used to brake the vehicle 10 or slow down the rate of the vehicle, regenerative braking can capture kinetic energy. The recovered energy can be transferred from the wheel assembly 22 to drive the electric motor 46. Therefore, the electric motor 46 can act as a generator and can be used to charge the first power source 32, the second power source 34, or both. The electric motor 46 can be electrically connected to the power system 30 via an inverter 80 in a manner known to those skilled in the art.

[0041] Examples of electrical connections between the front axle assembly 20 and the electric energy system 30 and between the rear axle assembly 20 and the electric energy system 30 are represented by connection symbols P1 and P2, respectively. In some configurations, the electric energy system 30 is electrically connected to both axle assemblies 20. In other configurations, each axle assembly 20 can be electrically connected to a different electric energy system 30 or a different power source. For example, a first energy storage system can be electrically connected to the first axle assembly but not to the second axle assembly, and a second energy storage system can be electrically connected to the second axle assembly but not to the first axle assembly.

[0042] The electric motor 46 includes a stator 90 and a rotor 92. The stator 90 may be fixedly positioned relative to the housing assembly 40. The stator 90 may surround the rotor 92. The rotor 92 may rotate relative to the stator 90 about an axis 94. The electric motor 46 may be mounted to the housing assembly 40 or positioned within it.

[0043] The transmission 48 facilitates the transfer of torque between the electric motor 46 and the drive pinion 50. The torque transfer may be bidirectional. The transmission 48 may provide a gear reduction and multiple gear ratios between the rotor 92 and the drive pinion 50. The transmission 48 may be of any suitable type. For example, the transmission 48 may be a countershaft transmission, an epicyclic transmission (e.g., a transmission with a planetary gear set), etc. The countershaft transmission may include a single countershaft or multiple countershafts. Examples of axle assemblies with single countershaft transmissions are disclosed in U.S. Patent Nos. 11,002,352 and 11,209,072. Examples of axle assemblies with dual countershaft transmissions are disclosed in U.S. Patent Nos. 10,989,288, 11,207,976, and 11,220,176. Examples of axle assemblies with epicyclic transmissions are disclosed in U.S. Patent Nos. 11,038,396 and 11,428,297. The disclosures of the references in the preceding three sentences are incorporated herein by reference in their entirety.

[0044] Figure 3 and Figure 4 An example of a transmission 48 configured as a countershaft transmission is shown in FIG. Figure 4 As best shown in FIG. 4 , transmission 48 may include a drive pinion gear set 100, a first countershaft gear set 102, and optionally a second countershaft gear set 104. Gears of the first countershaft gear set 102 and the second countershaft gear set 104 may be disposed on and rotate together with first and second countershafts 106, 106', respectively.

[0045] The drive pinion gear set 100 may include a plurality of gears, some or all of which may be selectively coupled to the drive pinion 50. The gears may rotate independently relative to one another. In the illustrated configuration, the drive pinion gear set 100 includes a first gear 110, a second gear 112, a third gear 114, and a fourth gear 116; however, it should be understood that more or fewer gears may be provided. The first gear 110 may mesh with one or more first countershaft gears 120, 120'. The second gear 112 may mesh with one or more second countershaft gears 122, 122'. The third gear 114 may mesh with one or more third countershaft gears 124, 124'. The fourth gear 116 may mesh with one or more fourth countershaft gears 126, 126'.

[0046] Main references Figure 5 , an example of a shift mechanism 130 is shown. The shift mechanism 130 is configured to selectively connect a member of the drive pinion gear set 100 to the drive pinion 50. The shift mechanism 130 can couple one member of the drive pinion gear set 100 to the drive pinion 50 at a time. The member of the drive pinion gear set 100 that is coupled to the drive pinion 50 can rotate with the drive pinion 50 about the axis 94.

[0047] The shift mechanism 130 may have any suitable configuration. Figure 5 In at least one configuration shown, the shift mechanism 130 may include a coupler 140 , an actuator 142 , a pawl link 144 , a link 146 , and a collar 148 .

[0048] The coupling 140 can rotate with the drive pinion 50 about the axis 94. In addition, the coupling 140 can move relative to the drive pinion 50 along the axis 94. The coupling 140 can selectively connect a member of the drive pinion gear set 100 to the drive pinion 50, as will be discussed in more detail below. In at least one configuration, the coupling 140 can include a coupling gear 150 that can engage with different members of the drive pinion gear set 100.

[0049] The actuator 142 is configured to move the coupler 140 between a plurality of positions along the axis 94 to selectively couple or decouple the coupler 140 to or from the transmission 48 , as will be discussed in greater detail below.

[0050] The pawl link 144 is coupled to the actuator 142. For example, the pawl link 144 can be fixedly coupled to an actuator shaft of the actuator 142. The pawl link 144 can define a plurality of recesses 160. The recesses 160 can be configured to receive the detent features 162. The detent features 162 can inhibit rotation of the pawl link 144.

[0051] A link 146 , if provided, may operatively connect the pawl link 144 to the collar 148 .

[0052] The collar 148 may receive the coupler 140. The coupler 140 may be rotatably disposed in the collar 148 such that the coupler 140 may rotate relative to the collar 148 about the axis 94.

[0053] The coupling 140 is movable between at least one neutral position and one or more torque transfer positions. When in the torque transfer position, the coupling 140 can selectively connect the drive pinion 50 to the transmission 48. More specifically, the coupling 140 can selectively connect the drive pinion 50 to a member of the drive pinion gear set 100. In the following discussion, references to the connection or disconnection of a member of the drive pinion gear set 100 with the drive pinion 50 include direct and indirect connection and disconnection with the drive pinion 50. For example, a member of the drive pinion gear set 100 can be directly connected to the drive pinion 50, or indirectly connected to the drive pinion 50, such as via a drive pinion extension 170. The drive pinion extension 170 can extend from the drive pinion 50. For example, the drive pinion extension 170 can be attached to the drive pinion 50 and can extend the drive pinion 50.

[0054] exist Figure 6 1, the coupling 140 is in the first position. In the first position, the coupling 140 can couple the fourth gear 116 to the drive pinion 50. For example, the teeth of the coupling gear 150 can mesh with the internal gear teeth 176 of the fourth gear 116. Torque can be transmitted from the rotor 92 to the first gear 110, from the first gear 110 to the first countershaft gears 120, 120', from the first countershaft gears 120, 120' to the fourth countershaft gears 126, 126' via the first countershaft 106 and the second countershaft 106', respectively, from the fourth countershaft gears 126, 126' to the fourth gear 116, and from the fourth gear 116 to the drive pinion 50 via the coupling gear 150 of the coupling 140.

[0055] exist Figure 7, the coupling 140 is in the first neutral position. In the first neutral position, the coupling 140 may not couple any member of the drive pinion gear set 100 to the drive pinion gear 50. As such, the teeth of the coupling gear 150 may be spaced apart from the first gear 110, the second gear 112, the third gear 114, and the fourth gear 116. In the first neutral position, no torque may be transmitted between the transmission 48 and the drive pinion gear 50. Therefore, when the coupling is in the first neutral position, the transmission 48 is disconnected from the drive pinion gear 50. When the coupling 140 is in the first neutral position, the electric motor 46 and the transmission 48 are disconnected from the differential assembly 42 and the half shaft 44.

[0056] exist Figure 8 1, the coupling 140 is in the second position. In the second position, the coupling 140 can couple the third gear 114 to the drive pinion 50. For example, the teeth of the coupling gear 150 can mesh with the internal gear teeth 174 of the third gear 114. Torque can be transmitted from the rotor 92 to the first gear 110, from the first gear 110 to the first countershaft gears 120, 120', from the first countershaft gears 120, 120' to the third countershaft gears 124, 124' via the first countershaft 106 and the second countershaft 106', respectively, from the third countershaft gears 124, 124' to the third gear 114, and from the third gear 114 to the drive pinion 50 via the coupling gear 150 of the coupling 140.

[0057] exist Fig. 9 In the second neutral position, the coupling 140 is in the second neutral position. In the second neutral position, the coupling 140 may not couple any member of the drive pinion gear set 100 to the drive pinion gear 50. As such, the teeth of the coupling gear 150 may be spaced apart from the first gear 110, the second gear 112, the third gear 114, and the fourth gear 116. In the second neutral position, no torque may be transmitted between the transmission 48 and the drive pinion gear 50. Therefore, when the coupling is in the second neutral position, the transmission 48 is disconnected from the drive pinion gear 50. When the coupling 140 is in the second neutral position, the electric motor 46 and the transmission 48 are disconnected from the differential assembly 42 and the half shaft 44.

[0058] exist Fig.10, the coupling 140 is in the third position. In the third position, the coupling 140 can couple the second gear 112 to the drive pinion 50. For example, the teeth of the coupling gear 150 can mesh with the internal gear teeth 172 of the second gear 112. Torque can be transmitted from the rotor 92 to the first gear 110, from the first gear 110 to the first countershaft gears 120, 120', from the first countershaft gears 120, 120' to the second countershaft gears 122, 122' via the first countershaft 106 and the second countershaft 106', respectively, from the second countershaft gears 122, 122' to the second gear 112, and from the second gear 112 to the drive pinion 50 via the coupling gear 150 of the coupling 140.

[0059] The drive pinion 50 operatively connects the differential assembly 42 and the transmission 48. The drive pinion 50 may be received in the housing assembly 40 and may transfer torque between the differential assembly 42 and the transmission 48. The drive pinion 50 may rotate about an axis, such as axis 94, and may have a gear portion having teeth that mesh with teeth of the ring gear 70 of the differential assembly 42. Torque provided by the electric motor 46 to the transmission 48 and the drive pinion 50 may be transferred to the ring gear 70 and thus to the differential assembly 42.

[0060] refer to Figure 1 , the wheel disconnect 52 (if provided) is configured to couple the differential assembly 42 to the wheel hub 68 and to decouple the differential assembly 42 from the wheel hub 68. In some embodiments, the wheel disconnect 52 includes an actuator 180 and a coupler 182. The actuator 180 is configured to actuate or move the coupler 182 between a coupled position and a decoupled position (also referred to as a neutral position). In the coupled position, the differential assembly 42 may be coupled to the wheel hub 68 directly or indirectly via the coupler 182 to permit torque to be transferred between the differential assembly 42 and the wheel hub 68. In the decoupled or neutral position, the differential assembly 42 may be decoupled or disconnected from the wheel hub 68 such that torque cannot be transferred between the differential assembly 42 and the wheel hub 68. For purposes of illustration, in Figure 1 , the wheel disconnect associated with the front axle assembly 20 is shown in a coupled position, while the wheel disconnect 52 associated with the rear axle assembly 20 is shown in a neutral position.

[0061] The coupling 182 may be located in any suitable position. In the example shown, the coupling 182 is positioned between the differential assembly 42 and the wheel hub 68 so that the coupling 182 can couple / decouple the stub shaft and the half shaft 44 of the differential assembly 42. Thus, when the coupling 182 is in the coupled position, the stub shaft and the half shaft 44 may rotate together, and when the coupling 182 is in the neutral position, the half shaft 44 may rotate relative to the stub shaft. In such a configuration, when the coupling 182 is in the neutral position, no torque may be transferred between the differential assembly 42 and the half shaft 44.

[0062] As another example, the coupling 182 may also be positioned closer to the hub 68, such as between the hub 68 and the axle shaft 44. When the coupling 182 is in the coupled position, the hub 68 and the axle shaft 44 may be rotatable together, and when the coupling 182 is in the neutral position, the axle shaft 44 may rotate relative to the hub 68. In such a configuration, no torque may be transferred between the hub 68 and the axle shaft 44 when the coupling 182 is in the neutral position.

[0063] Regardless of where the coupling 182 is located, moving the coupling to the neutral position not only decouples the hub 68 from the differential assembly 42, but also decouples the electric motor 46 and the transmission 48 from the hub 68. Thus, rotation of the hub 68 does not cause rotation of the differential assembly 42, the electric motor 46, and the transmission 48.

[0064] The electric energy system 30 is provided on the vehicle 10. The electric energy system 30 is configured to store and supply electric energy. The electric energy may be stored in the first power source 32 and the second power source 34. The electric energy may be provided to the electric energy system 30 to charge the first power source 32, the second power source 34, or both. For example, when the electric motor 46 operates as a generator, the electric energy may be provided to the electric energy system 30.

[0065] The first power source 32 is configured to provide electrical energy for propelling the vehicle 10. The first power source 32 (which may also be referred to as a traction battery or an energy storage system (ESS)) may be a high voltage power source that may include a plurality of electrical energy storage devices, such as battery cells, capacitors, etc. The first power source 32 may have a higher storage capacity than the second power source 34.

[0066] The second power source 34 is configured to provide electrical energy for implementing non-propulsion functions. Examples of non-propulsion functions may include vehicle starting, vehicle system monitoring, vehicle access, lighting, audio systems, and the like. The second power source 34 (which may be referred to as a low-voltage power source or a low-voltage battery) may be a low-voltage power source having a lower voltage capacity than the first power source 32 or providing electrical energy at a lower voltage. As a non-limiting example, the second power source 34 may be a battery, including but not limited to a rated 12V battery. The second power source 34 may be electrically connected to the first power source 32 via a DC / DC connection.

[0067] A control system 36 is provided for the vehicle 10. The control system 36 controls the operation of one or more axle assemblies 20. For example, the control system 36 may include one or more microprocessor-based control modules or controllers 190 that may be electrically connected to or in communication with components of the vehicle 10 and / or the axle assemblies 20 (e.g., the electric motor 46, the inverter 80, the actuator 180, etc.). The control system 36 may optionally control the operation of a lubricant pump 192 that may be provided for the axle assemblies 20. The lubricant pump 192 may be an electric lubricant pump having an electric motor. The lubricant pump 192 is configured to draw lubricant from the axle assemblies 20 (e.g., Figure 2 A sump portion or reservoir (shown) pumps lubricant 194 to lubricate rotatable components (such as gears and bearings) that are located away from the sump portion or are unable to receive sufficient lubricant when lubricant 194 splashes out of the sump portion.

[0068] exist Figure 1 In the figure, the connection of the control system is represented by a double arrow line associated with the controller 190 and a connection symbol A. The connection of the control system can represent an electrical connection for communication and control, an electrical connection for providing power, or both. The control system 36 can also monitor and control the power system 30. In addition, the control system 36 can also be electrically connected to the shift control device 200.

[0069] The shift control device 200 may be connected to the vehicle 10. For example, the shift control device 200 may be external to the vehicle 10 and may be connected to the vehicle 10 to provide external control of the control system 36 or to bypass the control system 36. As used herein, vehicle external includes a shift control device that is connectable to the vehicle 10 but may not be a part of the vehicle 10 when the vehicle 10 is initially manufactured. The shift control device 200 may be physically located outside the vehicle 10, but the term vehicle external is not intended to require that the shift control device 200 be located outside the vehicle 10 when in use. For example, when electrically connected to the vehicle, the shift control device 200 may be disposed on the vehicle 10 or disposed inside the vehicle. In at least one configuration, the shift control device 200 includes a device controller 202 and an operator communication device 204. The shift control device 200 may include a device power supply 206 or may be electrically connected to the device power supply 206.

[0070] The device controller 202 may include one or more microprocessor-based controllers that may control the operation of the shift control device 200. The device controller 202 may be electrically connected to, and may be powered by, a device power supply 206. The device controller 202 may control the operation of an operator communication device 204 and may be connected to the vehicle 10 to control the operation of a coupler, as will be discussed in more detail below.

[0071] The device power supply 206 provides power or electrical energy to the shift control device 200, and can provide limited power to the vehicle 10 to power the actuators 142, 180 configured to move the couplings 140, 182. The device power supply can be of any suitable type. In some embodiments, the device power supply can be a battery, such as a DC battery, such as a 12V battery. The device power supply 206 is different from the device power supply that can facilitate charging of the electrical energy system 30 (e.g., a Level 1 (120V) charger, a Level 2 (240V) charger, a direct current (DC) fast charger, etc.).

[0072] The operator communication device 204 facilitates communication with the operator. The operator communication device 204 can be of any suitable type. For example, the operator communication device 204 can provide visual communication, such as a display, light, screen, touch pad, etc.; can provide auditory communication, such as sound or spoken messages. It is also contemplated that the operator communication device 204 can provide tactile feedback, such as vibrations that can be felt by the operator. The operator communication device 204 can be used to communicate the position of the coupling 140, 182, such as whether the coupling 140, 182 is in a neutral position.

[0073] refer to Fig.11, a flow chart associated with a method for controlling an axle assembly or a vehicle having an axle assembly is shown. As will be appreciated by one of ordinary skill in the art, a flow chart may represent control logic that may be implemented or realized in hardware, software, or a combination of hardware and software. For example, various functions may be implemented by a programmed microprocessor (such as may be provided for a shift control device 200). The control logic may be implemented using any of a plurality of known programming and processing techniques or strategies, and is not limited to the order or sequence shown. For example, interrupt or event driven processing may be used for real-time control applications rather than a purely sequential strategy as shown. Similarly, parallel processing, multi-tasking, or multi-threaded systems and methods may be used.

[0074] The control logic can be developed and / or implemented independently of the specific programming language, operating system, processor or circuit system used. Likewise, depending on the specific programming language and processing strategy, various functions can be performed in the order shown or in a different order at substantially the same time while completing the control method. The functions shown can be modified or in some cases omitted without departing from the scope of the present invention. The method steps can be performed by the shift control device 200 or the shift control device in combination with the control system 36. The method steps can be implemented as a closed-loop control system.

[0075] In general, an electric vehicle or a vehicle having an axle assembly that is propelled by an electric motor rather than an internal combustion engine may need to be towed or otherwise placed in a state where the vehicle can move without using its own power. This is facilitated by disconnecting the vehicle wheels from upstream components (e.g., a differential assembly, a transmission, an electric motor, or a combination thereof). When the coupler of the wheel-end disconnector or a coupler associated with the transmission is in a neutral position, the wheels can be disconnected from such components. The movement of the coupler to the neutral position can be controlled by the vehicle control system. However, if the vehicle control system is inoperable or cannot be powered by the vehicle's electrical energy system, a shift control device can be used to move the coupler to the neutral position.

[0076] The coupler that can be moved to the neutral position can be the coupler 140 associated with the transmission 48, the coupler 182 associated with the wheel disconnect 52, or any other coupler disposed between the wheel hub 68 and the rotor 92 of the electric motor 46. The shift control device 200 is mainly discussed below in conjunction with the coupler (coupler 140, coupler 182, or both). The "coupler 140, 182" mentioned is used to refer to at least one coupler, and it is not intended to require that both couplers are controlled or moved. Similarly, the "actuator 142, 180" mentioned is used to refer to the actuator associated with the coupler that is controlled or moved, and it is not intended to require that both actuators are controlled or operated. The couplers 140, 182 can be of any suitable type, such as a clutch or a collar. Some examples include friction clutches, wet clutches, dry clutches, disc clutches, dog clutches, centrifugal clutches, dog clutches, spline clutches, hydraulic clutches, electromagnetic clutches, vacuum clutches, etc.

[0077] The method will be described in the context of the shift control device 200 being initially electrically disconnected from the vehicle 10. Additionally, the method is described in the context of the vehicle 10 being in a state where the vehicle may not be able to propel itself under its own power, such as when there is a system failure that precludes vehicle propulsion using electrical power from the electrical energy system 30 of the vehicle 10.

[0078] At block 300 , the shift control device 200 is electrically connected to the vehicle 10 . The shift control device 200 may be electrically connected to the vehicle 10 using cables or other electrical conductors. Connecting the shift control device 200 to the vehicle 10 may also include electrically connecting the device power supply 206 to the vehicle 10 .

[0079] The shift control device 200 may be electrically connected to the vehicle 10 in various ways.

[0080] In some configurations, the shift control device 200 may be electrically connected to the vehicle 10 and the vehicle control system 36 via a connection interface 210, such as a plug. When the shift control device 200 is electrically connected to the vehicle 10, the shift control device 200 may be powered by the device power supply 206. In addition, the device power supply 206 may be electrically connected to the controller 190 of the vehicle control system 36. Such a configuration is represented by a connection line 220 between the controller 190 and the connection interface 210 instead of a connection line 222. For example, when the power system 30 provided on the vehicle 10 is unavailable or cannot provide sufficient power, the shift control device 200 may provide power from the device power supply 206 to power one or more controllers 190 of the control system 36. In such a configuration, electrically connecting the shift control device 200 to the vehicle 10 may permit the shift control device 200 to communicate with the vehicle control system 36 and one or more controllers 190. In turn, the controller 190 may be electrically connected to the actuators 142, 180.

[0081] In another configuration, the shift control device 200 may be electrically connected to the vehicle 10 in a manner that bypasses the control system 36. For example, the shift control device 200 may be electrically connected to the actuators 142, 180 without electrically connecting the shift control device 200 to the controller 190. Such a configuration is represented by a connection line 222 instead of a connection line 220. In such a configuration, the shift control device 200 and the device power supply 206 may be electrically connected to the actuators 142, 180 in a manner that bypasses the controller 190 or does not provide power to the controller. As an example, the actuators 142, 180 may have a wiring harness that has an electrical connector that can be connected to the wiring harness of the control system 36. The wiring harness extending from the actuators 142, 180 may be unplugged from the wiring harness of the control system 36 and may be electrically connected to the shift control device 200 or plugged into it, thereby allowing the shift control device 200 to control and provide power to the actuators 142, 180.

[0082] At box 302, the shift control device 200 can command the actuator to move the coupler of the axle assembly to a neutral position. The shift control device 200 can automatically command the actuator 142, 180 to move the coupler 140, 182 to the neutral position, or can command the actuator 142, 180 to move the coupler 140, 182 to the neutral position in response to an operator input, such as via the operator communication device 204. The movement of the coupler 140, 182 to the neutral position disconnects the electric motor 46 from the hub 68 of the axle assembly 20. Therefore, the rotation of the hub 68 or the wheel assembly 22 may not drive the electric motor 46, and optionally may not drive other components (such as the transmission 48, the differential assembly 42, or both), depending on the position of the coupler. When the actuator 142, 180 is commanded to move the coupling 140, 182, electrical energy may be provided to the actuator 142, 180 from the device power supply 206. Electrical energy may be provided to the actuator 142, 180 via the controller 190 under the direction of the controller 190 of the vehicle control system 36, or may be provided directly to the actuator 142, 180 independent of the controller 190, as previously discussed.

[0083] At box 304, the method determines whether the coupling 140, 182 is in a neutral position. When the actuator 142, 180 operates for a predetermined period of time, it can be assumed that the coupling 140, 182 is in a neutral position. As another example, the position sensor 230 can provide a signal indicating the position of the coupling 140, 182 to the shift control device 200. The position sensor 230 can directly or indirectly detect the position of the coupling 140, 182. For example, the position sensor 230 can be part of the actuator 142, 180 and can indirectly detect the position of the coupling 140, 182. As another example, the position sensor 230 can be provided for the axle assembly 20 and can directly detect the proximity or position of the coupling 140, 182. As another example, the position sensor 230 can be provided for the shift mechanism 130 and can indirectly detect the position of the coupling 140 along the axis 94, such as by detecting the rotational position of the pawl link 144, the link 146, or the collar 148. Figure 5 An example of a position sensor 230 configured for indirect detection is shown in FIG. 1 . If the coupler 140 , 182 is not in the neutral position, the method proceeds to block 306 . If the coupler 140 , 182 is in the neutral position, the method proceeds to block 310 .

[0084] At frame 306, the method determines whether a timer has expired. The timer can measure the amount of time that the shift control has commanded the actuator to move the coupling. For example, the timer can be initialized to zero. The timer can be turned on when the shift control 200 commands the actuator to move the coupling 140, 182. The timer can expire when a predetermined time period has been reached. The predetermined time period can be any suitable value and can be based on vehicle development testing. For example, the predetermined time period can be a value that is expected to complete the shift to the neutral position. As a non-limiting example, the predetermined time period can be a non-zero value, that is, it can be less than 10 seconds and can be greater than the fastest expected time that the shift to the neutral position can be completed. If the timer has not expired, the method can continue with frame 302, that is, the actuator 142, 180 can continue to be commanded to move the coupling 140, 182 to the neutral position. If the timer has expired, the method can continue with frame 308.

[0085] At box 308, a notification that the shift to the neutral position has not been completed can be provided. The notification can be provided to the operator via the operator communication device 204. The notification can be of any suitable type. For example, the notification can be a visual notification, an audible notification, a tactile notification, or a combination thereof. Failure to shift to the neutral position may indicate improper operation of the actuator, or a mechanical binding that may inhibit movement of the coupling 140, 182.

[0086] At box 310, a notification that the shift to the neutral position has been completed can be provided. The notification can be provided to the operator via the operator communication device 204. The notification can be of any suitable type. For example, the notification can be a visual notification, an auditory notification, a tactile notification, or a combination thereof. In some configurations, when the couplers 140, 182 are in the neutral position, the operator communication device 204 can be activated, such as by turning on an indicator light, displaying a message on a screen, providing an audible tone, providing tactile feedback, or a combination thereof. The vehicle 10 can now be towed or moved in a manner other than its own power. The method can continue to box 312.

[0087] At box 312, the lubricant pump 192 may be operated to pump or distribute lubricant in the axle assembly 20. The lubricant pump 192 may be controlled to pump lubricant 194 and help lubricate the components of the axle assembly before, during, or after the couplers 140, 182 move to the neutral position. The lubricant pump 192 may be operated when the shift control 200 is electrically connected to the vehicle 10. For example, the lubricant pump 192 may be operated when the shift control 200 is electrically connected to the vehicle control system 36. The lubricant pump 192 may be operated when the shift control 200 is electrically connected directly or indirectly to the actuators 142, 180. The lubricant pump 192 may be operated during towing of the vehicle 10.

[0088] The shift control device 200 can provide electrical energy to the lubricant pump 192 or control the provision of electrical energy. The lubricant pump 192 can be provided with electrical energy from the electrical energy system 30 of the vehicle 10 or the device power supply 206. The lubricant pump 192 can be operated continuously or intermittently. Operating the lubricant pump 192 can help lubricate the components of the axle assembly 20 when preparing to tow the vehicle 10 or during towing the vehicle. For example, the lubricant pump 192 can distribute lubricant 194 in the axle housing 60 to lubricate the bearings supporting the half shaft 44, the bearings supporting the differential assembly 42, the differential assembly 42, or other components, which can reduce wear on these components. It should be noted that the device power supply 206 can be a power source provided for the towing vehicle or other vehicle that can tow the vehicle 10.

[0089] The present invention may allow the coupling to be actuated by the shift control device. This may allow the coupling to be manually actuated when the associated actuator is inoperable (e.g., when power is not available to the actuator), when the actuator is jammed or partially jammed and is damaged and cannot move, when there is a system failure that intentionally prevents the actuator from operating, when the controller of the vehicle control system is inoperable, or when the vehicle control system is disabled or otherwise unable to move the coupling to the neutral position.

[0090] The present invention permits the coupling to be actuated to a neutral position or a specific gear ratio from outside the axle assembly without requiring extensive disassembly and reassembly of the axle assembly, which helps reduce time and associated costs. In addition, the present invention permits the coupling to be electrically actuated using an actuator associated with the coupling. This is different from a configuration in which the actuator is removed to permit an installation tool to provide the actuation force instead of the actuator, which can also avoid a disassembly step.

[0091] The present invention can allow the coupling to be positioned in a neutral position to decouple the wheel from an upstream component (such as an electric motor, a transmission, a differential assembly, or a combination thereof). Moving the coupling to a neutral position can facilitate unpowered movement of the vehicle, such as towing the vehicle. Moving the shift collar to a neutral position as described above is faster and less intrusive than alternatives such as removing the axle shaft or decoupling the axle shaft from the wheel end assembly and / or differential assembly. In addition, when a wheel end gear reduction device (such as a set of reduction gears that operatively connect the axle shaft to the wheel hub) is provided, it is difficult and complicated to separate the axle shaft from the wheel end assembly and / or differential assembly. In such a configuration, the wheel end gear reduction device makes it difficult and time consuming to access the axle shaft and disassemble, which may increase costs compared to the present invention, require a lot of reassembly, and may delay towing until disassembly can be completed.

[0092] Although exemplary embodiments are described above, these embodiments are not intended to describe all possible forms of the present invention. Rather, the words used in this specification are descriptive rather than restrictive, and it should be understood that various changes may be made without departing from the spirit and scope of the present invention. Additionally, the features of the various embodiments to be implemented may be combined to form further embodiments of the present invention.

Claims

1. A method for controlling an axle assembly of a vehicle, the method comprising: A shift control device is electrically connected to the vehicle, wherein: The shift control device is outside the vehicle; as well as An actuator is commanded by the shift control device to move a coupling of the axle assembly to a neutral position, thereby disconnecting an electric motor from a wheel hub of the axle assembly configured to support a wheel.

2. The method of claim 1, wherein: The axle assembly includes a differential assembly and a wheel hub configured to support a wheel assembly, wherein the coupling selectively connects the wheel hub and the differential assembly.

3. The method of claim 1, wherein: The axle assembly includes a differential assembly and a half shaft connected to the wheel hub, wherein the coupling selectively connects the half shaft with the differential assembly.

4. The method of claim 1, wherein: The axle assembly includes a differential assembly, wherein the electric motor is decoupled from the differential assembly when the coupling is in the neutral position.

5. The method of claim 4, wherein: The axle assembly includes a transmission operably connected to the electric motor, and a drive pinion operably connected to the differential assembly, wherein the coupling selectively connects the drive pinion to the transmission.

6. The method of claim 5, wherein: When the coupling is in the neutral position, the transmission is decoupled from the drive pinion.

7. The method of claim 1, wherein: The shift control device is electrically connected to a device power source outside the vehicle, and when the actuator is commanded to move the coupling, the device power source supplies electrical energy to the actuator.

8. The method of claim 7, wherein: Electrically connecting the shift control device to the vehicle includes electrically connecting the shift control device and the device power supply to a controller of a vehicle control system provided to the vehicle, wherein the controller is electrically connected to the actuator.

9. The method of claim 8, wherein: Commanding the actuator to move the coupler includes providing electrical power from the device power supply to the actuator via a controller of the vehicle control system.

10. The method of claim 1 further comprising providing a signal indicative of the position of the coupler to the shift control.

11. The method of claim 10, wherein: The shift control device has an operator communication device, and wherein the operator communication device communicates a position of the coupler based on the signal.

12. The method of claim 11, wherein: The operator communication device is activated when the coupler is in the neutral position.

13. The method of claim 1, wherein: The axle assembly has a lubricant pump, and the method further includes operating the lubricant pump when the shift control device is electrically connected to the actuator.

14. The method of claim 13, wherein: The lubricant pump is electrically connected to a device power source external to the vehicle.

15. The method of claim 1, wherein: The axle assembly has a lubricant pump, and the method further includes operating the lubricant pump when the coupling is in the neutral position.

16. The method of claim 15, wherein: The lubricant pump is electrically connected to a device power source external to the vehicle.

17. The method of claim 16, wherein: The device power supply provides electrical energy to the shift control device.

18. The method of claim 1, wherein: Electrically connecting the shift control device to the vehicle includes electrically connecting the shift control device to the actuator without electrically connecting the shift control device to a controller of a vehicle control system provided to the vehicle.

19. The method of claim 18, wherein: Electrically connecting the shift control device to the vehicle includes electrically connecting a device power source to the actuator.

20. The method of claim 1 further comprising towing the vehicle when the coupler is in the neutral position.

Images