Driveline component with selective connection assembly

Abstract

A driveline member with a selective connection assembly includes a first rotating member having a spline, a second rotating member having a spline, a coupling body arranged to mate with the first rotating member spline and the second rotating member spline, an actuator, a driving cam, and a driven cam. The drive cam is rotated about an axis by an actuator, having both a first drive surface and a second drive surface at a non-zero angle to the axis. The driven cam has a first driven surface and a second driven surface and moves axially to move the coupling body. Rotation of the drive cam in a first direction engages the first drive surface and the first driven surface, which moves the driven cam and the coupling body in a first axial direction. Rotation of the drive cam in the second direction engages the second drive surface and the second driven surface, which moves the driven cam and the coupling body in the second axial direction.

Description

Technical Field

[0001] The present disclosure relates generally to a driveline component and, more particularly, to a driveline component with a selective connection assembly. Background Art

[0002] The vehicle drive train transfers torque from the vehicle's engine or motor(s) to its wheels. An automotive drive train sometimes includes a power transfer unit (PTU) for selectively distributing torque between the shafts in the drive train. PTUs are often equipped in four-wheel drive and all-wheel drive (AWD) automotive drive train configurations. A power transfer unit typically consists of a housing that encloses and supports gears, shafts, bearings, and other components.

[0003] Sometimes the PTU is able to disconnect and reconnect its components. The disconnected components are no longer driven to rotate, and torque is no longer transmitted between them. These capabilities, along with other disconnected components in the automotive driveline, can prevent driven rotation in parts of the driveline that do not need to transmit torque at a particular time. For example, an on-demand AWD automotive driveline configuration does not always transmit torque between all of its shafts. Other driveline components can also selectively engage components (such as engaging with a clutch) to achieve operation in different modes or states. An example of such other driveline components is a selectively locking differential. Summary of the invention

[0004] In one embodiment, a transmission system component with a selective connection assembly includes a first rotating member having a first rotating member spline, a second rotating member having a second rotating member spline, a coupling body having a coupling body spline arranged to cooperate with the first rotating member spline and the second rotating member spline, an actuator, a driving cam and a driven cam. The driving cam is rotated around an axis by the actuator, and has a first driving surface at a non-zero angle to the axis, and a second driving surface at a non-zero angle to the axis. The driven cam has a first driven surface and a second driven surface, and the driven cam is arranged to move axially to move the coupling body axially. The rotation of the driving cam in the first direction causes the first driving surface to engage with the first driven surface, which causes the driven cam to move in the first axial direction and causes the coupling body to move in the first axial direction. The rotation of the driving cam in the second direction causes the second driving surface to engage with the second driven surface, which causes the driven cam to move in the second axial direction and causes the coupling body to move in the second axial direction.

[0005] In at least some implementations, in the first position of the driven cam, the coupling body splines cooperate with both the first rotating member splines and the second rotating member splines. And in the second position of the driven cam, the coupling body splines cooperate with the first rotating member splines, but not with the second rotating member splines. In at least some implementations, the driven cam and the driving cam are constructed and arranged so that when the driven cam is in the first position, the actuator can be deactivated and the driven cam will remain in the first position until the driving cam is rotated by the actuator to move the driven cam, and so that when the driven cam is in the second position, the actuator can be deactivated and the driven cam will remain in the second position until the driving cam is rotated by the actuator to move the driven cam.

[0006] In at least some implementations, the driven cam does not rotate.

[0007] In at least some implementations, when the first drive surface is engaged with the first driven surface, the second drive surface is not engaged with the second driven surface.

[0008] In at least some implementations, the driven cam includes a transition surface that has an angle with the axis of rotation of the driving cam that is different from the angles of both the first driven surface and the second driven surface with the axis of rotation of the driving cam, and wherein when the transition surface is contacted by the driving cam, the actuator requires less force to rotate the driving cam. In at least some implementations, the actuator is an electric motor whose actuation is controlled by a controller, and wherein the controller is responsive to a current draw of the motor to control the motor at least in part in response to the current draw.

[0009] In at least some implementations, the drive cam engages a surface of the driven cam at the end of rotation of the drive cam in one rotational direction, which prevents further rotation of the drive cam in that direction.

[0010] In at least some implementations, one of the first driven surface or the second driven surface is defined in a flange that forms part of a channel in the driven cam, and a corresponding one of the first drive surface or the second drive surface is defined in a flange that forms part of a channel in the drive cam. In at least some implementations, an end of the flange of the drive cam engages a base of the channel to prevent the drive cam from rotating in one direction. In at least some implementations, an end of the flange of the driven cam is received within the channel of the drive cam when the end of the flange of the drive cam engages the base of the channel.

[0011] In at least some embodiments, the coupling body is annular and has a first axial side and a second axial side, and wherein the driven cam includes a skirt having a first contact surface that radially overlaps the coupling body and is located axially outside the first axial side, and the skirt having a second contact surface that radially overlaps the coupling body and is located axially outside the second axial side.

[0012] In at least some implementations, the first rotational member is driven for rotation and the second rotational member is driven for rotation only when the coupling body splines cooperate with both the first rotational member splines and the second rotational member splines.

[0013] In at least some embodiments, a vehicle power transmission unit with a selective connection assembly includes a first shaft having a first shaft spline, a second shaft having a second shaft spline, a coupling body having a coupling body spline arranged to cooperate with the first shaft spline and the second shaft spline, an actuator, a driving cam, and a driven cam. The driving cam is rotated around an axis by the actuator and has a first driving surface at a non-zero angle to the axis, and a second driving surface at a non-zero angle to the axis. The driven cam has a first driven surface and a second driven surface, and the driven cam is arranged to move axially to move the coupling body axially. The rotation of the driving cam in the first direction causes the first driving surface to engage with the first driven surface, which causes the driven cam to move in the first axial direction and causes the coupling body to move in the first axial direction. The rotation of the driving cam in the second direction causes the second driving surface to engage with the second driven surface, which causes the driven cam to move in the second axial direction and causes the coupling body to move in the second axial direction.

[0014] In at least some implementations, the first shaft is driven for rotation and the second shaft is driven for rotation only when the coupling body splines mate with both the first shaft splines and the second shaft splines.

[0015] In at least some implementations, when the first drive surface is engaged with the first driven surface, the second drive surface is not engaged with the second driven surface.

[0016] In at least some implementations, the coupling body is annular and has a first axial side and a second axial side, and wherein the driven cam includes a skirt having a first contact surface that radially overlaps the coupling body and is located axially outward of the first axial side, and the skirt has a second contact surface that radially overlaps the coupling body and is located axially outward of the second axial side. In at least some implementations, the coupling body rotates relative to the driven cam.

[0017] Various features and components can be combined together unless they are mutually exclusive according to the following description, which is intended to illustrate the various features rather than to limit the invention described herein. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The following detailed description of the preferred embodiment and best mode will be set forth with reference to the accompanying drawings, in which:

[0019] Figure 1is a perspective view of an embodiment of a vehicle power transfer unit (PTU) including a selective connection assembly to selectively rotate at least one shaft;

[0020] Figure 2 is a fragmentary cross-sectional view of a portion of the selectively connectable assembly, the first shaft, and the second shaft; and

[0021] Figure 3-10 is a schematic diagram of portions of a drive cam and a driven cam of a selective connecting assembly shown in a fully coupled position, a fully decoupled position, and an intermediate position. DETAILED DESCRIPTION

[0022] Referring to the drawings in more detail, the drive train components include a selective connection assembly to allow the rotating components to be coupled together for common rotation, or to be separated so that one component rotates relative to another component. For example, the selective connection assembly 10 ( Figure 2 ) disconnect the shafts to prevent rotation between the shafts, and reconnect the shafts to allow rotation between them. The connection assembly 10 and its accompanying power transfer unit (PTU) 12 ( Figure 1 ) is part of a larger vehicle drive train. When the selective connection assembly 10 is not connected, when certain components (such as drive train shafts and gears) are not required to transmit torque in the vehicle drive train, driven rotation of the components does not occur. The selective connection assembly 10 is part of the PTU 12 installed in the vehicle drive train. The selective connection assembly 10 and the PTU 12 can have the same Figure 1 and Figure 2 The different designs, configurations, and components shown in and described herein depend on many factors, such as the configuration of the vehicle driveline, the architecture of the immediately surrounding vehicle components (e.g., engine, transmission, propeller shaft), and packaging and performance requirements.

[0023] Reference Figure 1 , the PTU 12 includes a housing 14, such as Figure 2 As shown in FIG. 1 , at least a portion of the first shaft 16, the second shaft 18, and the cam assembly 22 are received in the housing 14. The first shaft 16 may be interconnected to an upstream driveline component (such as a differential shaft or gear) and thus driven thereby. In this sense, the first shaft 16 may serve as an input shaft. In at least some implementations, the first shaft 16 is a hollow metal tube that rotates about the axis A when the PTU 12 is in use. Figure 2 As shown in FIG. 1 , the first shaft 16 has a set of splines 28 near the end 24 and at the radial outer surface 26. The splines are in a circumferential array and have an axial length and a radial depth, wherein the terms radial, axial and circumferential are relative to the axis A.

[0024] The second shaft 18 is selectively connected to the first shaft 16 via the selective connection assembly 10 and is thus selectively driven by the first shaft 16. In at least some implementations, the second shaft 18 is a hollow metal tube that radially overlaps a portion of the first shaft 16 at a radially outer position of the first shaft. In this sense, the second shaft 18 is a sleeve shaft that is positioned around the first shaft 16 and telescopes over the first shaft 16. When connected to the first shaft 16, the second shaft 18 rotates about the axis A. The second shaft 18 has a set of splines 36 near the end 38 and on the radial outer surface 40. In at least some implementations, the splines 36 are arranged continuously circumferentially around the second shaft 18 and extend axially from the end 38 and have a radial depth.

[0025] The selective connection assembly 10 includes a cam assembly 22 and a coupling body 42. The cam assembly 22 includes a driving cam 44 and a driven cam 46. The driving cam 44 can be rotated about an axis (which can be an axis A) by an actuator to drive axial displacement of the driven cam 46 via an inclined cam surface. As explained in more detail below, the axial movement of the driven cam 46 moves the coupling body 42 to selectively couple or decouple the first shaft and the second shaft.

[0026] In at least some implementations, the actuator is an electric motor 48 that is rotatable in a first direction and a second direction (e.g., clockwise and counterclockwise). The motor 48 can drive an output gear 49 whose teeth mesh with a drive feature, such as teeth 50 in an outer surface 52 of the drive cam 44. Thus, when the motor 48 rotates the output gear clockwise, the drive cam 44 rotates in a first direction, and when the motor 48 rotates the output gear 49 counterclockwise, the drive cam 44 rotates in a second direction opposite to the first direction. More than one gear can be provided between the motor 48 and the drive cam 44, and the drive cam 44 can rotate in the same direction as the motor 48 or in a different direction.

[0027] In at least some implementations, such as Figure 3-10 As shown in (and Figure 6 ), the drive cam 44 includes a first drive surface 54 and a second drive surface 56. Figure 2 One implementation of the drive cam 44 and the driven cam 46 is shown as cylindrical bodies having overlapping cam surfaces (referred to herein as the drive surface and the driven surface, respectively) that are inclined relative to the axis A. Figure 3-10 Portions of the drive cam 44 and the driven cam 46 are shown, which include inclined cam surfaces, but are not circumferentially extending or circularly arranged. Figure 3-10, the first rotation direction of the driving cam 44 is shown by the upward movement of the driving cam 44 relative to the driven cam 46, and the second rotation direction of the driving cam 44 is shown by the downward movement of the driving cam 44 relative to the driven cam 46. The upward and downward movements of the driving cam 44 simulate the inclination of the driving surface of the driving cam 44 relative to the axis A. Therefore, Figure 3-10 4 are fragmentary cross-sectional views taken at different stages of rotation of the drive cam 44, and in each view a different portion of the drive surface is shown, and can be considered a development of the circumferential view. In at least some implementations, the drive cam 44 rotates about an axis (axis A in the example shown), but does not move axially.

[0028] like Figure 6 As shown in the figure, the driven cam 46 has a first driven surface 58 and a second driven surface 60, which are alternately contacted by the first driving surface 54 and the second driving surface 56 of the driving cam 44, respectively, when the driving cam 44 rotates. The first driven surface 58 and the second driven surface 60 are inclined relative to the axis A. When the driving cam 44 rotates in the first direction, the first driving surface 54 engages the first driven surface 58 and causes the driven cam 46 to be axially displaced in the first direction. When the driving cam 44 rotates in the second direction, the second driving surface 56 engages the second driven surface 60 and causes the driven cam 46 to be axially displaced in the second direction opposite to the first axial direction. The driven cam 46 moves axially and can be maintained from rotating. Therefore, the rotation of the driving cam 44 causes the axial movement of the driven cam 46.

[0029] Between the first driven surface 58 and the second driven surface 60, the driven cam 46 may include a transition surface 62 (at Figure 5 ), which is at a non-zero angle to the first driven surface 58 and may be perpendicular to the axis A in at least some embodiments. From the transition surface 62, and as Figure 5 , the driven cam 46 may include a secondary inclined surface 64 and an outward surface 66. The outward surface 66 is at a non-zero angle with the second driven surface 60, may be perpendicular to the axis A, and may open into a rounded end 68 that is joined to the outer end of the second driven surface 60. The second end of the second driven surface 60 may be defined at or joined / combined with the base 70 of the channel 72, wherein the channel 72 is defined by the second driven surface 60, the base 70, and the inward surface 74 of the driven cam 46.

[0030] like Figure 6, the drive cam 44 may include a channel 76 defined by the second drive surface 56, the base 78, and an inward surface 80 of the drive cam 44. From the second drive surface 56, the drive cam 44 may include a rounded end 82 leading to an outward surface 84, which is at a non-zero angle to the second drive surface 56 and may be perpendicular to the axis A, or otherwise parallel to the inward surface of the driven cam 46. The inward surface 80 of the drive cam 44 may be perpendicular to the axis A or otherwise parallel to the outward surface 66 of the driven cam 46, and may transition to the first drive surface 54, which is at a non-zero angle to the inward surface and may be parallel to the first driven surface 58 of the driven cam 46.

[0031] When so arranged, the second drive surface 56 and the second driven surface 60 are on axially facing surfaces of flanges 86, 88 of the cams 44, 46, respectively, and the flanges 86, 88 are configured to be received in the channels 72, 76 of the other components. That is, in at least some positions of the assembly, the flange 86 of the drive cam 44 is received in the channel 72 of the driven cam 46, and the flange 88 of the driven cam 46 is received in the channel 76 of the drive cam 44. As will be described in more detail later, the flanges 86, 88 are received in the channels 72, 76 at the same time, resulting in a cross-arrangement, and when the motor 48 drives the drive cam 44, the flanges move out of the channels at the same time. The flanges 86, 88, the channels 72, 76, the drive surfaces 54, 56 and the driven surfaces 58, 60 extend circumferentially around at least a portion of the drive cam 44, and preferably also extend circumferentially around the driven cam 46.

[0032] In addition to the driven surfaces 58, 60, the driven cam 46 is associated with the coupling body 42 to move the coupling body 42. In the illustrated example, when the driven cam 46 is axially displaced, the driven cam 46 may contact the coupling body 42 formed separately from the driven cam 46 or otherwise cause movement of the coupling body 42 (e.g., through one or more intermediate members). Therefore, when the driven cam 46 is axially moved, the coupling body 42 is axially moved.

[0033] exist Figure 2In the embodiment shown in FIG. 1 , the coupling body 42 is an annular sleeve having a radial outer surface 90, a radial inner surface 92, and opposing first and second side portions 94, 96 at the axial ends of the sleeve. The coupling body 42 includes an inwardly extending spline 98 formed in the inner surface 92, which is opposite to and arranged to engage or cooperate with the splines 28, 36 on the first shaft 16 and the second shaft 18. When the splines of the shafts are engaged, the coupling body 42 rotates with the shafts. In at least some embodiments, the coupling body 42 axially overlaps a portion of the first shaft 16, and in at least one position of the driven cam 46, the coupling body 42 also axially overlaps a portion of the second shaft 18. In more detail, the axial movement of the driven cam 46 causes the coupling body 42 to move axially relative to the shafts 16, 18. In the first position of the driven cam 46, the splines 98 of the coupling body 42 engage both the splines 28 of the first shaft 16 and the splines 36 of the second shaft 18. In this first position, the coupling body 42 connects the first shaft 16 and the second shaft 18 together for common rotation. In the second position of the driven cam 46, the splines 98 of the coupling body 42 engage the splines 28 of only the first shaft 16, so the coupling body 42 rotates with the first shaft 16, but the second shaft 18 does not rotate with the first shaft 16. The driven cam 46 moves between these two positions by rotating the drive cam 44 in both directions to achieve the desired connection or disconnection of the first shaft 16 and the second shaft 18.

[0034] The coupling body 42 may be annular, and the splines 98 may extend circumferentially around at least a portion of the inner surface 92 of the coupling body 42. The splines 98 of the coupling body 42 extend axially a distance sufficient to overlap the splines 28, 36 of both shafts 16, 18 simultaneously. The drive surfaces 54, 56 and the driven surfaces 58, 60 are sufficiently inclined relative to the axis A to allow the coupling body 42 to axially move at least the maximum overlap between the coupling body splines 98 and the second shaft splines 36 to allow the coupling body 42 to be coupled and decoupled from the second shaft 18.

[0035] In order to move the coupling body 42 axially relative to the shafts 16, 18, the driven cam 46 may include (also as shown in FIG. Figure 24 and 5. The actuating body 100 (shown in FIG. 4 ) is or is operably coupled to the actuating body 100. In the illustrated implementation, the actuating body 100 is a skirt that is integrally formed with or otherwise directly connected to the driven cam 46, wherein the skirt 100 has opposing first and second contact surfaces 102, 104 extending radially inwardly from an inner surface 106 of the skirt 100. The axially outer contact surface 102 radially overlaps the first side 94 of the coupling body 42 and is located axially outward of the first side 98, and the axially inner contact surface 104 radially overlaps the second side 96 of the coupling body 42 and is located axially outward of the second side 96. When so arranged, movement of the driven cam 46 in the first axial direction causes the outer contact surface 102 to engage the first side 94 of the coupling body 42 to move the coupling body 42 in the first axial direction relative to the shafts 16, 18. Furthermore, movement of the driven cam 46 in the second direction causes the inner contact surface 104 to engage the second side 96 of the coupling body 42 to move the coupling body 42 in the second axial direction relative to the shafts 16, 18. Due to the radial overlap on both sides of the coupling body 42, if desired, the actuating body 100 can be formed in two pieces, with the outer contact surface 102 being formed by a ring or the like fixed to the skirt (e.g., by Figure 2 In addition, the contact surfaces 102, 104 do not radially overlap or engage the shaft splines 28, 36, and the driven cam 46 does not rotate with the shaft or the coupling body 42.

[0036] Figure 3-10 The relative movement and engagement of the drive cam 44 and the driven cam 46 throughout the coupling and decoupling cycle of the shafts 16, 18 (sometimes referred to as the connected and disconnected states of the drive train device) are shown. Figure 3 , the motor 48 may be turned off and the drive cam 44 and the driven cam 46 may be stationary. The flanges 86, 88 of each cam are received within the channels 72, 76 of the other cam, and if desired, the ends 68, 82 of the flanges 86, 88 may engage with the bases 70, 78 of the channels 72, 76. In this position, the coupling body splines 98 may engage or contact the splines 28, 36 on the two shafts 16, 18 to rotate the two shafts and the coupling body 42 together. This is a fully engaged or coupled state of the assembly and may represent a first position of the driven cam 46 and the drive cam 44. In at least some implementations, the assembly is stable in this position, wherein the drive cam 44 and the driven cam 46 remain in this position even without the motor 48 acting on the drive cam 44. A small gap 112 may exist between first drive surface 54 and first driven surface 58 so that when motor 48 is actuated in a first direction (e.g., clockwise), drive cam 44 rotates slightly relative to driven cam 46 and motor 48 does not experience significant resistance during the first rotational movement.

[0037] exist Figure 4 In FIG. 1 , due to the rotation of the drive cam 44 relative to the driven cam 46 , the gap 112 no longer exists and the first drive surface 54 is now in contact with the first driven surface 58 . Figure 5 The cams 44, 46 are shown after further rotation of the drive cam 44, after which the driven cam 46 is axially displaced, which moves the coupling body 42 in a first axial direction (eg, away from the drive cam 44). Figure 6 , the drive cam 44 rotates further and the first drive surface 54 is no longer in contact with the first driven surface 58. Instead, a portion of the first drive surface 54 is adjacent to the transition surface 62. With the first drive surface 54 adjacent to the transition surface 62, less force is required to rotate the drive cam 44 because movement of the drive cam 44 in this area causes less or no axial displacement of the driven cam 46.

[0038] A controller 114 ( Figure 2 ) may be responsive to the motor current, and may determine from the reduced motor current resulting from the reduction in force required to rotate the drive cam 44 that the drive cam 44 is no longer driving the driven cam 46. As the first drive surface 54 passes over the transition surface 62, an increased motor current may be detected as the first drive surface 54 engages the secondary ramp surface 64, and this may be detected by the controller 114 due to the increase in motor torque required to rotate the drive cam 44. This series of transitions may indicate that the cams 44, 46 are now disengaged (the drive surface is not engaged with the driven surface, and the flange is moved out of the channel), and the motor 48 may be deactivated to maintain this position of the cams 44, 46. In this position, the coupling body 42 is axially positioned so that the splines 98 overlap the splines 28 on the first shaft 16, but do not overlap the splines on the second shaft 18. In this manner, the second shaft 18 is not driven for rotation, and the shafts 16, 18 are disengaged.

[0039] To return the assembly to the coupled state, the motor 48 is actuated for rotation in a second direction (eg, counterclockwise). Figure 7 In the position shown in , the initial rotation of the drive cam 44 caused by rotation of the motor in this direction causes the first drive surface 54 to move back above the transition surface 62, and when the transition surface 62 is perpendicular to the axis A, this movement does not cause axial movement of the driven cam 46 and therefore requires less motor torque than when the driven cam 46 is displaced.

[0040] exist Figure 8In the position shown in FIG. 1 , the second drive surface 56 initially engages the second driven surface 60 and a gap 112 again exists between the first drive surface 54 and the first driven surface 58. Thus, the contact between the cams 44, 46 is at the interface between the second drive surface 56 and the second driven surface 60. As shown by Figure 8 , 9 10, continued rotation of the drive cam 44 in this direction causes the second drive surface 56 to overlap the second driven surface 60, and the gap 112 remains unchanged. This movement causes the driven cam 46 to move axially in one direction, which moves the coupling body 42 in a second axial direction (e.g., toward the drive cam 44), which causes the coupling body splines 98 to overlap the splines 36 of the second shaft 18 again. Fig.10 The positions shown in Figure 3 72 , 76 . When the assembly reaches this position, further rotation of the motor 48 in the second direction will be resisted by engagement of at least one of the flanges 86, 88 in its respective channel 72, 76, so that the controller 114 can determine from the increased motor current generated due to contact between the cams 44, 46 that the cams are fully engaged. From this determination, the motor 48 can be turned off and the cams 44, 46 can be maintained in this position until such time as when the motor 48 is actuated to rotate again in the first direction.

[0041] In operation, the selective connection assembly 10 disconnects the first shaft 16 and the second shaft 18 to prevent rotation transmitted from the first shaft 16 to the second shaft 18, and reconnects the first shaft and the second shaft to allow rotation transmitted therebetween. The disconnect / reconnect functionality may be managed by an electronic control unit (ECU).

[0042] Although described with reference to the accompanying drawings, the PTU disconnect assembly may be designed and constructed in a manner different from that depicted. In addition, the term spline is used broadly to also cover teeth and other similar structures that can engage and disengage to transmit rotation. In addition, although described with reference to a shaft in a coupling or disengagement PTU, the selective connection assembly may be used in other applications, such as to move a clutch and cause engagement and disengagement of the clutch (e.g., by moving a dog clutch component relative to another component, wherein the dog clutch component serves as the coupling body 42). Further, the positive drive of the coupling body may be achieved using a drive screw (e.g., a lead screw or ball screw) driven in two directions or other linear actuators driven in two directions. Of course, other arrangements may be used in accordance with the disclosure provided herein.

[0043] Although the forms disclosed herein constitute currently preferred embodiments, many other embodiments are possible. It is not intended herein to mention all possible equivalent forms or branches of the present disclosure. It is understood that the terms used herein are only descriptive, not restrictive, and various changes may be made without departing from the spirit or scope of the present invention.

Claims

1. A transmission component with a selective connection assembly, comprising: a first rotating member having a first rotating member spline; a second rotating member having a second rotating member spline; a coupling body having coupling body splines arranged to mate with the first rotation member splines and the second rotation member splines; Actuators; a drive cam that is rotated about an axis by the actuator, the drive cam having a first drive surface that is at a non-zero angle to the axis, and a second drive surface that is at a non-zero angle to the axis; A driven cam having a first driven surface and a second driven surface, and the driven cam is arranged to cause the connecting body to move axially, and wherein the rotation of the driving cam in a first direction causes the first driving surface to engage with the first driven surface, which causes the driven cam to move in the first axial direction and causes the connecting body to move in the first axial direction, and wherein the rotation of the driving cam in a second direction causes the second driving surface to engage with the second driven surface, which causes the driven cam to move in the second axial direction and causes the connecting body to move in the second axial direction.

2. The drive train component according to claim 1, wherein: In the first position of the driven cam, the coupling body splines cooperate with both the first rotating member splines and the second rotating member splines, and in the second position of the driven cam, the coupling body splines cooperate with the first rotating member splines but not the second rotating member splines.

3. The drive train component according to claim 1, wherein: The driven cam does not rotate.

4. The drive train component according to claim 1, wherein: When the first drive surface engages the first driven surface, the second drive surface does not engage the second driven surface.

5. The drive train component according to claim 1, wherein: The driven cam includes a transition surface, the angle of which is different from the angle of both the first driven surface and the second driven surface to the rotation axis of the driving cam, and wherein, when the transition surface is contacted by the driving cam, the actuator requires less force to rotate the driving cam.

6. The drive train component according to claim 5, wherein: The actuator is an electric motor, actuation of which is controlled by a controller, and wherein the controller is responsive to a current draw of the motor to control the motor at least partially in response to the current draw.

7. The drive train component of claim 1, wherein: The drive cam engages a surface of the driven cam at the end of rotation of the drive cam in one rotational direction, which prevents further rotation of the drive cam in that direction.

8. The drive train component according to claim 7, wherein: The actuator is an electric motor, actuation of which is controlled by a controller, and wherein the controller is responsive to a current draw of the motor to control the motor at least partially in response to the current draw.

9. The drive train component of claim 1, wherein: One of the first driven surface or the second driven surface is defined in a flange forming part of a channel in the driven cam, and a corresponding one of the first drive surface or the second drive surface is defined in a flange forming part of a channel in the drive cam.

10. The drive train component of claim 9, wherein: An end of the flange of the drive cam engages a base of the channel to prevent rotation of the drive cam in one direction.

11. The drive train component of claim 10, wherein: The end of the flange of the driven cam is received within the channel of the drive cam when the end of the flange of the drive cam engages the base of the channel.

12. The drive train component of claim 1, wherein: The coupling body is annular and has a first axial side and a second axial side, and wherein the driven cam includes a skirt having a first contact surface that radially overlaps with the coupling body and is located axially outside of the first axial side, and the skirt having a second contact surface that radially overlaps with the coupling body and is located axially outside of the second axial side.

13. The drive train component of claim 1, wherein: Only when the coupling body splines cooperate with both the first rotating member splines and the second rotating member splines, the first rotating member is driven for rotation and the second rotating member is driven for rotation.

14. The drive train component of claim 2, wherein: The driven cam and the driving cam are constructed and arranged so that when the driven cam is in the first position, the actuator can be deactivated and the driven cam will remain in the first position until the driving cam is rotated by the actuator to move the driven cam, and so that when the driven cam is in the second position, the actuator can be deactivated and the driven cam will remain in the second position until the driving cam is rotated by the actuator to move the driven cam.

15. A vehicle power transfer unit with a selective connection assembly, comprising: a first shaft having a first shaft spline; a second shaft having a second shaft spline; a coupling body having coupling body splines arranged to mate with the first shaft splines and the second shaft splines; Actuators; a drive cam that is rotated about an axis by the actuator, the drive cam having a first drive surface that is at a non-zero angle to the axis, and a second drive surface that is at a non-zero angle to the axis; A driven cam having a first driven surface and a second driven surface, and the driven cam is arranged to cause the connecting body to move axially, and wherein the rotation of the driving cam in a first direction causes the first driving surface to engage with the first driven surface, which causes the driven cam to move in the first axial direction and causes the connecting body to move in the first axial direction, and wherein the rotation of the driving cam in a second direction causes the second driving surface to engage with the second driven surface, which causes the driven cam to move in the second axial direction and causes the connecting body to move in the second axial direction.

16. The vehicle power transfer unit of claim 15, wherein: The first shaft is driven for rotation and the second shaft is driven for rotation only when the coupling body splines cooperate with both the first shaft splines and the second shaft splines.

17. The vehicle power transfer unit of claim 15, wherein: When the first drive surface engages the first driven surface, the second drive surface does not engage the second driven surface.

18. The vehicle power transfer unit of claim 15, wherein: The coupling body is annular and has a first axial side and a second axial side, and wherein the driven cam includes a skirt having a first contact surface that radially overlaps with the coupling body and is located axially outside of the first axial side, and the skirt having a second contact surface that radially overlaps with the coupling body and is located axially outside of the second axial side.

19. The vehicle power transfer unit of claim 18, wherein: The coupling body rotates relative to the driven cam.

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