Axle system with a parking system and a separation system

Abstract

Parking and separation system, comprising: a servo motor (202) coupled to a motor shaft (228), the motor shaft being coupled to a first bearing (217) disposed at one end of the motor shaft, a first needle one-way clutch (214), a first pinion gear (216), a second pinion gear (218), and a second needle one-way clutch (215) disposed at another end of the motor shaft; wherein the first pinion gear is engaged with a first gear (222) and the second pinion gear is engaged with an idler gear (224); one of a parking system (600) and a separating system (500) or both the parking system and the separating system (501), wherein the parking system engages the first gear and the separating system engages the idler gear; wherein the parking system comprises a drum cam (204) coupled to a parking lock cone (206) via a ratchet spring and a rod (220), a parking gear (302), and a parking lock pawl (208) coupled to the parking lock cone, wherein adjustment of a position of the parking lock cone engages the parking lock pawl and the parking gear; wherein the separation system (400) comprises a second gear (210), a dog clutch (410), and an actuator that engages and disengages the dog clutch; and wherein the actuator motor rotates the motor shaft in a first direction to activate the parking system, and the actuator motor rotates the motor shaft in a second direction to activate the separation system, the first direction being opposite to the second direction.

Description

TECHNICAL FIELD

[0001] The present disclosure generally relates to an axle having a parking and disconnecting system, or both. BACKGROUND AND OVERVIEW

[0002] Vehicles are equipped with parking locks that prevent the vehicle from moving when the vehicle is stationary by engaging a parking gear in the transmission. Certain vehicle platforms incorporate isolating devices to reduce powertrain losses. These isolating devices can be used in both internal combustion engine and electric vehicle powertrains. Certain electric drive units with permanent magnet motors can specifically utilize isolating devices to reduce powertrain losses when no motive power is being generated.

[0003] Existing transmissions typically include axles with a parking and disengagement system due to space constraints. The inventor recognized the aforementioned problems of previous electric axles and developed a parking and disengagement system that can be integrated into a vehicle's electric axle system in a modular and adaptable manner.

[0004] In one embodiment, the approaches disclosed herein provide an axle system driven by a single actuator motor to independently operate both a parking system and a disconnect system by varying the rotation of a motor shaft. In another embodiment, the approaches disclosed herein include a front axle, where various variants of the front axle can be equipped with a parking system and a disconnect system, with both the parking system and the disconnect system, and with neither the parking system nor the disconnect system.

[0005] It should be understood that the above summary is intended to introduce, in simplified form, a selection of concepts that are further explained in the detailed description. It is not intended to identify the most important or essential features of the claimed subject matter, the scope of which is clearly defined by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that address the disadvantages noted above or elsewhere in this disclosure. Short description of the drawings Fig. 1 shows a schematic representation of an exemplary vehicle; Fig. Figure 2A shows schematically an axle system with a parking and separation system; Fig. 2B shows a perspective view of the axle system of Fig. 2A; Fig. 3 shows a side view of the axle system of Fig. 2B; Fig. Figure 4 shows an example of a separation system integrated into the parking and separation system. Fig. Figure 5A shows a first example of an electric axle incorporating the parking and separation system; Fig. Figure 5B shows a second example of an electric axle in which the parking and separation system is integrated; Fig. Figure 5C shows a first adapter shaft that fits into the electrical axes of Fig. 5A and Fig. 5B is integrated; Fig. Figure 6A shows a third example of an electric axle integrating a parking and separation system; Fig. Figure 6B shows a fourth example of an electric axle integrating a parking and separation system; Fig. Figure 6C shows a second adapter shaft that fits into the electrical axes of the Fig. 6A and Fig. 6B is integrated; Fig. 7 shows a cross-section through the parking and separation system of Fig. 5B and a first current path in which a separation system is activated; and Fig. 8 shows a cross-section through the parking and separation system of Fig. 5B and a first current path in which a parking system is activated. DETAILED DESCRIPTION

[0006] Systems are provided for a parking and disconnecting system, comprising either a parking system or a disconnecting system, or both the parking system and the disconnecting system, wherein both the parking system and the disconnecting system are operated by a single actuator. In this way, the parking system can be operated by rotating the motor shaft coupled to the actuator in a first direction, and the disconnecting system can be operated by rotating the motor coupled to the actuator in a second direction, wherein the first direction is opposite to the first direction. The parking and disconnecting system can be integrated into a series of axles comprising a first gearbox, a second gearbox, a third gearbox, and a fourth gearbox, which differ from one another by interchanging certain components of the respective gearbox.More specifically, the axle line is configured to integrate the parking and disconnection system, but also to not integrate the parking and disconnection system. For example, the first transmission may only include the disconnection system and not the parking system, the second transmission may include both the parking and disconnection systems, the third transmission may only include the parking system and not the disconnection system, and the fourth transmission may include neither the parking nor the disconnection system.

[0007] Fig. 1-5B, Fig. 6A and Fig. 6B and Fig. 7 and Fig. 8 show example configurations with relative positioning of the various components. When these elements are in direct contact with each other or are directly coupled, they may be referred to as being in direct contact or directly coupled, respectively, at least in one example. Similarly, elements shown next to or adjacent to each other may be adjacent to or adjacent to each other, at least in one example. For example, components that are in surface-to-surface contact with each other may be referred to as being in surface contact. As another example, in at least one case, elements that are separated from each other with only a space between them and that do not have any other components may be referred to as such.In yet another example, elements depicted above / below, on opposite sides, or to the left / right of each other may be referred to as such, relative to each other. Further, in at least one example, as depicted in the figures, a topmost element or point of an element may be referred to as a "top" of the component, and a bottommost element or point of the element may be referred to as a "bottom" of the component. As used herein, the terms top / bottom, upper / lower, above / below may refer to a vertical axis of the figures and may be used to describe the positioning of elements of the figures relative to each other. Thus, in one example, elements displayed above other elements are arranged vertically above the other elements.As a further example, the shapes of the elements depicted in the figures may be referred to as such (e.g., circular, straight, flat, curved, rounded, beveled, angled, or the like). Furthermore, in at least one example, depicted elements that intersect each other may be referred to as intersecting elements or as intersecting elements. Furthermore, an element depicted inside another element or outside another element may be referred to as such.

[0008] To get to the figures, Fig. 1 shows a schematic representation of a vehicle system 100, comprising an electric drive 118, a traction battery 108, and an electric motor 102, which may draw its driving power from an electric motor 102 (e.g., a drive motor). In one embodiment, the electric motor 102 may be a traction motor. The electric motor 102 receives electrical power from a traction battery 108 to provide torque to the rear vehicle wheels 106. The electric motor 102 may also be operated as a generator to provide electrical power to charge the traction battery 108, e.g., during braking. While in Fig. 1, an electric motor 102 is shown in a front-wheel drive configuration, other configurations are also possible, such as the use of an electric motor 102 in a rear-wheel drive configuration or in a configuration in which an electric motor is attached to both the rear vehicle wheels 106 and the front vehicle wheels 104. In particular, the electric motor 102 can be installed in a front axle having a parking and disconnecting system, wherein both the parking system and the disconnecting system can be activated with a single actuator by rotating the motor shaft coupled to the actuator in different directions.

[0009] The electric motor 102 may include a gearbox integrated therein. Additionally or alternatively, the electric motor 102 may be coupled to the exterior of a gearbox housing 120. The integrated gearbox may include one or more reduction gear sets. The electric motor 102 may also include at least one clutch.

[0010] The controller 112 may send a signal to an actuator of the clutch(es) to engage or disengage the clutch(es) to couple or decouple the power transmission from the electric motor 102 to the rear vehicle wheels 106 or the front vehicle wheels 104. Additionally or alternatively, there may be multiple traction batteries configured to supply power to various driven wheels, where the power supply to the wheels may be determined based on the traction at the wheels, driver demands, and other conditions. In one example, the vehicle system 100 includes a symmetrical four-speed scheme in which there are an equal number of forward and reverse drive speeds.

[0011] The controller 112 may form part of a control system 110. As illustrated, a control system 110 receives information from a plurality of sensors 114 and sends control signals to a plurality of actuators 116. The plurality of sensors 114 may include, for example, sensors such as a battery level sensor, a clutch activation sensor, etc. As another example, the actuators may include the clutch, etc. The controller 112 may receive input data from the various sensors, process the input data, and trigger the actuators in response to the processed input data based on instructions or code programmed therein corresponding to one or more routines. An axis 122 is provided.

[0012] In Fig. 2A shows an illustration of an exemplary parking and disconnect system 200. The parking and disconnect system 200 includes both a parking system and a disconnect system. However, in other embodiments of the parking and disconnect system 200, the parking and disconnect system may also include a parking system. The parking and disconnect system may include a motor shaft 228 coupled to an actuator motor 202. Bearings 221, a first needle one-way clutch 214, a first pinion gear 216, a second pinion gear 218, and a second needle one-way clutch 215 may be connected to the motor shaft 228.

[0013] The first pinion gear 216 is disposed between the first one-way needle clutch 214 and the second pinion gear 218. The second pinion gear 218 is disposed between the first pinion gear 216 and the second one-way needle clutch 215. The first pinion gear 216 may surround one of the bearings 221, and the second pinion gear 218 may surround another of the bearings 221. Bearings 221 may support and facilitate the rotation of the first pinion gear 216, the second pinion gear 218, and the motor shaft 228.

[0014] The first one-way needle clutch 214 and the second one-way needle clutch 215 may be disposed at either end of the motor shaft 228 to assist and facilitate rotation of the motor shaft 228. More specifically, the first one-way needle clutch 214 is disposed relative to the first pinion gear on the motor shaft such that the first pinion gear can only rotate in the first direction, and the second one-way needle clutch 215 is disposed relative to the second pinion gear on the motor shaft such that the second pinion gear can only rotate in the second direction. In particular, the first one-way needle clutch 214 may be pressed together with the first pinion gear 216 to enable rotation of the motor shaft 228 in a first direction, and the second one-way needle clutch may be pressed together with the second pinion gear 218 to enable rotation of the motor shaft in a second direction, wherein the first direction is opposite to the second direction.In this way, rotation of the motor shaft 228 in the first direction via the actuator 202 can activate the parking system and rotation of the motor shaft in the second direction via the actuator can activate the separation system.

[0015] The parking and disconnect system 200 may further include a shaft 230 to which a drum cam 204, a first gear 222, an idler gear 224, and bearings 226 are coupled. The first gear 222 may be coupled to the drum cam 204. The bearings 226 may assist and facilitate the rotation of the shaft 230 and thus the first gear 222 and the associated drum cams 204. The drum cam 204 is located at one end of the shaft 230, and the idler gear 224 is located at the opposite end of the shaft 230. The first gear 222 is located between the drum cam 204 and the idler gear 224. The first gear 222 and the idler gear 224 are arranged on the shaft 230 such that the first gear 222 engages the first pinion gear 216 and the idler gear 224 engages the second pinion gear 218. The drum cam 204 is coupled to a ratchet spring and a rod 220, with the ratchet spring and rod 220 connected to a parking lock cone 206.In this way, the rod can slide instead of rotating. Furthermore, the impeller 224 can be arranged to mesh with a second gear 210. One end 212 of the second gear 210 acts as a spur cam in the separation system, as described herein with respect to FIG. Fig. 2B is described.

[0016] Fig. Figure 2B shows a perspective view 201 of the parking and separation system 200 of Fig. 2A. The components of the Fig. 2A may be omitted for brevity. As described therein, the actuator 202 rotates the motor shaft 228 in the first direction to activate the parking system, and the actuator rotates the motor shaft in the second direction to activate the disconnect system. In this way, actuation of the parking system does not affect actuation of the disconnect system. The motor shaft 228 is connected to a first bearing 217 at one end of the motor shaft 228, the first needle one-way clutch 214, the first pinion gear 216, a second pinion gear 218, and a second needle one-way clutch 215 at another end of the motor shaft (see figure). The first bearing 217 is located adjacent to the actuator 202 and is different from the bearings 221 but similarly helps facilitate the rotation of the motor shaft 228.

[0017] The parking system of the parking and disconnect system 200 may include the drum cam 204 coupled to the parking lock cone 206 via the ratchet spring and rod 220, a parking gear (not shown), and a parking lock pawl 208 coupled to the parking lock cone. Adjusting the position of the parking lock cone engages the parking lock pawl and the parking gear. Through the engagement of the first pinion gear 216 and the first gear 222, rotation of the motor shaft 228 in a first direction may cause rotation of the first gear 222 in the first direction. The drum cam 204, coupled to the first gear 222, in turn rotates. View 232 shows a cam follower 234 positioned at one end of the ratchet spring and rod 220 closest to the drum cam 204, and a non-rotatable member 236 connected to the rod at one end of the ratchet spring of the ratchet spring and rod 220.

[0018] The cam follower 234 converts the rotational movement of the drum cam 204 into a linear movement, which results in a linear displacement of the ratchet spring and rod 220. Because the ratchet spring and rod 220 are coupled to the parking lock cone 206, the position of the parking lock cone is adjusted by the linear movement of the ratchet spring and rod 220. Thus, rotation of the motor shaft 228 in the first direction causes the parking lock cone 206 to retract and extend at various points in a rotational cycle of the motor shaft 228, thus engaging the first pinion gear 216 and the first gear 222. The parking lock pawl 208, in turn, engages the parking gear (not shown).

[0019] The separation system may include the second gear 210, a dog clutch (not shown), and an actuator that engages the dog clutch. By engaging the second pinion gear 218 and the idler gear 224, rotation of the motor shaft 228 in a second direction may cause rotation of the idler gear 224 in the second direction. In turn, the second gear 210, which is engaged with the idler gear 224, rotates, thus activating the separation system. One end of the second gear 210 functions as a gear cam, and the other end of the second gear as a spur cam. For example, one end 213 may function as a gear cam, and the end 212 as a spur cam. The separation system is Fig. 4 described in more detail.

[0020] Fig. 3 shows a side view 300 of the Fig. 2A and Fig. 2B. The parking and separation system shown in the Fig. 2A and Fig. 2B may be omitted for brevity. The side view 300 illustrates the arrangement of the actuator motor in relation to the various components of the parking system and the engagement of a parking gear 302 and the parking pawl 208. Regarding the arrangement of the actuator motor in relation to the parking system, the actuator motor 202, the motor shaft coupled to the actuator motor, and the various components coupled to the motor shaft, as shown in the Fig. 2A and Fig. 2B, are not coaxial with the various components of the parking system, including the drum cam 204, the cam follower 234, the parking pawl 208, and a park gear 302. Furthermore, the various components of the parking system are also not coaxial with one another. In particular, the drum cam 204 is not coaxial with the park gear 302. Instead, the axis in which the drum cams 204 are located is offset from the axis in which the park gear 302 is located. The side view 300 also shows a first cross-section 304 of a first portion 303 of the parking system and a second cross-section 306 of a second portion 305 of the axle system.

[0021] The first section 303 extends from a point A1 to a point A2 and the second section 305 extends from a point B1 to a point B2. The first cross section 304 shows the various Fig. 2A and Fig. 2B, including the actuator motor 202, the motor shaft 228, the first bearing 217, the first needle one-way clutch 214, the first pinion gear 216, the second pinion gear 218, the second needle one-way clutch 215, the first gear 222, the idler gear 224, and some components of the parking system, including the drum cam 204, the ratchet spring and rod 220, the parking lock cone 206, and the parking lock pawl 208.

[0022] The rotational axis of the drum cam 204 is parallel to the rotational axis of the motor shaft 228. The rotational axis of the drum cam 204 is not coaxial with the ratchet spring and rod 220 and the parking lock cone 206. However, because the parking lock cone is connected to one end of the ratchet spring and rod 220, the parking lock cone 206 is coaxial with the ratchet spring and rod 220. The first cross-section 304 shows a first needle one-way clutch 214 and a second needle one-way clutch, which may include gears (e.g., the first pinion gear 216 and the second pinion gear 218) that are pressed in a specific manner to prevent the gears from being mounted in the wrong direction. The second cross-section 306 shows the engagement of the parking lock pawl 208 with the parking gear 302 and the engagement of the disengagement system. The parking lock pawl 208 is arranged with the parking lock cone 206 such that the parking lock pawl 208 is orthogonal to the parking lock cone 206.

[0023] The second cross section 306 shows the different Fig. 2A and Fig. 2B, including the first gear 222, the idler gear 224, and some components of the parking system, including the drum cam 204, the ratchet spring and rod 220, the parking cone 206, the parking pawl 208, and the parking gear 302, as well as the disengagement system (e.g., the second gear). In the second cross-section 306, the second gear 210 of the disengagement system is parallel to the parking pawl 208 and the parking gear 302 when the parking pawl is engaged with the parking gear.

[0024] Fig. 4 shows an example of a separation system 400. The separation system 400 includes one end of a transmission shaft 402, which is connected to an electric motor at the other end of the transmission shaft relative to the separation system, a portion of an adapter shaft 406, and one end of a sun gear shaft 408. The separation system 400 includes the second gear 210, a dog clutch 410, and an actuator that engages and disengages the dog clutch. The actuator may include the detent spring 404 and the spring retainer 412.

[0025] Specifically, the dog clutch 410 circumferentially surrounds one end of the transmission shaft 402, and the spring retainer 412 circumferentially surrounds the dog clutch 410 and the portion of the transmission shaft encircled by the dog clutch. The detent spring 404 is located to the right of the spring retainer 412 and surrounds a portion of the transmission shaft 402 where the detent spring is located. A sliding cam 416 surrounds one end of the adapter shaft 406 and one end of the sun gear shaft 408 on one side of an interface 411 (e.g., to the left of the interface 411) between the adapter shaft and the transmission shaft 402.

[0026] The sliding cam 416 also surrounds one end of the dog clutch 410 and the transmission shaft 402 on another side of the interface 411 (e.g., to the right of the interface 411) between the adapter shaft 406 and the transmission shaft 402. The sliding cam 416 is radially disposed between the dog clutch 410 and the spring retainer 412 on one side of the sliding cam (e.g., to the right of the interface 411). In addition, the sliding cam 416 is positioned to the left of a rotating cam 418, which is also located to the left of the rotating cam. The rotating cam 418 can be a rotating cam and a gear. The rotating cam 418 circumferentially surrounds a portion of the adapter shaft 406 and a portion of the sun gear shaft 408, which are located to the left of the sliding cam 416 and thus of the interface 411.A bushing 414 is disposed axially between the rotary cam 418 and the spring retainer 412 and surrounds a portion of the rotary cam 418, the adapter shaft 406, and the sun gear shaft 408 on which the bushing is located.

[0027] In response to rotation of the motor shaft 228 in the second direction, the disconnect system is alternately activated and deactivated during the motor shaft rotation cycle. As previously mentioned, the rotation cycle is the period of time during which the motor shaft rotates in either the first or second direction. Accordingly, the dog clutch 410 is engaged 206 during the second direction rotation cycle so that the torque of the electric motor can be transferred via the power path 420. In particular, the power path 420 includes the transfer of the torque of the electric motor from the transfer shaft 402 to the dog clutch 410, from the dog clutch 410 to the adapter shaft 406, from the adapter shaft 406 to the sun gear shaft 408, and from the sun gear shaft 408 to the wheels located forward of the disconnect system, thereby rendering the disconnect system inactive.At other times during the rotation cycle in the second direction, the dog clutch 410 is disengaged, activating the disconnect system and preventing the transmission of torque upstream of the transmission shaft 402.

[0028] Fig. 5A, Fig. 5B and Fig. 6A show a first variant 500, a second variant 501 and a third variant 600 of a parking and disconnecting system that can be integrated into an axle line, wherein the axle line comprises a first transmission, a second transmission, a third transmission and a fourth transmission.The first transmission, the second transmission, the third transmission, and the fourth transmission each include an electric motor (not shown) disposed on one side of the respective transmission, the position of the electric motor being the same for the first transmission, the second transmission, the third transmission, and the fourth transmission, and the electric motor is rotatably coupled to the transmission shaft 402, a first planetary gear (not shown) is coupled to the transmission shaft and is disposed between the electric motor and a bearing (not shown) coupled to the sun gear shaft 408, the adapter shaft 406 circumferentially surrounding the transmission shaft at one end of the adapter shaft and surrounding the sun gear shaft at another end of the adapter shaft, and a second planetary gear 516 is disposed between the bearing 512 and a differential 518 coupled to the sun gear shaft.An example of the arrangement of the axle system with the second variant 501 of the parking and separation system is shown in . Fig. 8 shown.

[0029] The first gearbox includes a parking and separation system, which is similar to Fig. 5A. The second transmission comprises a parking and disconnection system similar to that shown in Fig. 5B. The third transmission comprises a parking and disconnect system similar to that shown in Fig. 6A. The fourth gearbox does not contain the parking and separation system, but part of an axle arrangement similar to that shown in Fig. 6B. The fourth variant 601 comprises a portion of an axle assembly, wherein the portion of the axle assembly includes a transmission shaft 402, an adapter shaft 406, and a sun gear shaft 408, wherein the adapter shaft circumferentially surrounds the transmission shaft at one end of the adapter shaft and the sun gear shaft at another end of the adapter shaft. The adapter shaft includes a toothed inner portion and a toothless inner portion.

[0030] The differential 518 is arranged at one end of the sun gear shaft 408, the opposite end where the adapter shaft circumferentially surrounds the sun gear shaft. A second planetary gear 516 is coupled to the sun gear shaft 408 and arranged between the differential 518 (e.g., to the right of the differential 518) and the bearing 512. The first variant 500, the second variant 501 and the third variant 600 of the parking and disconnect system, as well as the fourth variant 601, each comprise the part of the axle assembly that in the fourth variant 601 of Fig. 6B. The first variant 500, the second variant 501, and the third variant 600 differ from the fourth variant 601 by incorporating additional components of the parking and separation system according to the embodiments described herein.

[0031] Fig. 5A shows the first variant 500 of the parking and disconnect system according to the embodiments described here. The first variant 500 of the parking and disconnect system does not include the parking system described here, but rather the disconnect system 400 described here. The first variant 500 can be equipped with a washer and snap rings instead of the parking system. The disconnect system 400 is thus connected to both the transmission shaft 402 and the adapter shaft 406. Furthermore, the disconnect system 400 is arranged between a first planetary gear (not shown) and the bearing 512.

[0032] Fig. 5B shows a second variant 501 of the parking and disengagement system according to the embodiments described here. The second variant 501 comprises both the parking system, including the parking gear 302, and the disengagement system 400. Accordingly, the parking system is arranged between the bearing 512 and the disengagement system 400, and the disengagement system is arranged between the parking system and the first planetary gear (not shown). The adapter shaft 406 can be a first adapter shaft 503 or a second adapter shaft 603. Both Fig. 5A as well as Fig. 5B may be configured with a first adapter shaft 503 as shown in Fig. 5C, which allows the axle system to be configured with a separation system. The first adapter shaft 503 includes a first part 524, which is an internally toothed part, and a second part 520, which is a non-toothed part.

[0033] Fig. 6A shows the third variant 600 of the parking and disconnect system according to the embodiments described here. The third variant 600 of the parking and disconnect system includes the parking system described here and not the disconnect system 400 described here. Thus, the third variant 600 of the parking and disconnect system includes a parking system coupled to the sun gear shaft 408 and the adapter shaft 406 and arranged between the first planetary gear (not shown) and the bearing 512. Both the third variant 600 and the fourth variant 601 can be designed with a washer and snap rings instead of the parking system. Furthermore, both Fig. 6A and 6B may be configured with a second adapter shaft 603 as shown in Fig. 6C, which allows the axle system to be configured without the separation system 400. The second adapter shaft 603 includes a first portion 624 having an internally toothed portion, and the second portion 520. The internally toothed portion (e.g., the first portion 524) of the first adapter shaft 503 is shorter than the internally toothed portion (e.g., the first portion 624) of the second adapter shaft 603.

[0034] Fig. Figure 7 shows an example of a power path 700 in which torque is transferred from the front wheels of a vehicle to the parking system to activate the parking system. The parking and disconnect system components included in Figure 5B may be omitted for brevity. Torque is transferred from the passenger-side wheel to the differential 518 and from the differential 518 to the second planetary gear set 516. Additionally, torque from the driver-side wheel is transferred via the differential 518 to the second planetary gear set 516. Torque from the driver-side wheel and the passenger-side wheel is transferred from the second planetary gear set 516 to the sun gear shaft 408, from the sun gear shaft to the adapter shaft 406, and from the adapter shaft to the park gear 302.

[0035] A separation function, as in Fig. 4, does not affect the parking lock function of the parking system, since both the disconnect system 400 and the parking system are connected to a sun gear. The parking gear 302 is arranged between the wheels and the disconnect system. When a parking lock pawl (e.g., parking lock pawl 208) engages a parking gear 302, an axle ratio is locked, preventing the wheels from rotating, regardless of whether the disconnect system is open.

[0036] Fig. 8 shows an example of an electric axle system 800, which may be a front axle.The electric axle system 800 includes an electric motor 802 rotatably coupled to a transfer shaft 402, the transfer shaft being coupled to a first planetary gear set 804, the adapter shaft 406 being coupled to the transfer shaft at one end of the adapter shaft and splined to a sun gear shaft 408 at another end of the adapter shaft, a park and disconnect system 806 comprising either a park system or a disconnect system 400, or both the park system and the disconnect system, an actuator 202 electrically coupled to either the park system or the disconnect system, or both the park system and the disconnect system, counterclockwise rotation of the actuator activates the park system and counterclockwise rotation of the actuator activates the disconnect system, and the second planetary gear set 516 coupled to a differential 518 at another end of the sun gear shaft.The 800 electric axle system includes the . Fig. 5B. However, the parking and separation system 806 may alternatively also comprise the Fig. 5A, Fig. 6A and Fig. 6B described parts of the electrical axis.

[0037] The electric axle system 800 represents an exemplary power path where the disconnect system 400 is not activated and torque is transferred to the front wheels of the vehicle. Specifically, torque is transferred from the motor 802 to the transfer shaft 402, from the transfer shaft 402 to the first planetary gear set 804, from the first planetary gear set to the transfer shaft 402, from the transfer shaft 402 to the dog clutch 410, from the dog clutch 410 to the adapter shaft 406, from the adapter shaft 406 to the sun gear shaft 408, from the sun gear shaft 408 to the second planetary gear set 516, from the second planetary gear set 516 to the differential 518, and from the differential to each of the passenger-side wheels (e.g., the passenger-side wheel (e.g., left) and the driver-side wheel (e.g., right) on the right side).

[0038] The technical effect of a parking and disconnect system, which includes a parking system and a disconnect system or both a parking system and a disconnect system, is to increase the spatial efficiency of the transmission.

[0039] Although various embodiments have been described above, these are to be considered as examples and not as limitations. Those skilled in the art will appreciate that the disclosed subject matter may be embodied in other specific forms without departing from the spirit of the subject matter. The above-described embodiments are therefore to be considered in all respects as illustrative and not restrictive.

[0040] It should be noted that the example control and estimation routines included herein can be used with various powertrain and / or vehicle system configurations. The control methods and routines disclosed herein can be stored as executable instructions in non-transitory memory and executed by the control system, including the controller, in combination with the various sensors, actuators, and other system hardware. Further, portions of the methods can be physical actions taken in the real world to change a state of a device. The specific routines described herein can represent one or more arbitrary processing strategies, such as event-driven, interrupt-driven, multitasking, multithreading, and the like.Thus, the various actions, operations, and / or functions illustrated can be performed in the order shown, in parallel, or in some cases even without them. Accordingly, the order of processing is not mandatory to achieve the features and advantages of the examples described herein, but is provided for convenience of illustration and description. One or more of the actions, operations, and / or functions illustrated may be performed repeatedly depending on the strategy used. Furthermore, the described actions, operations, and / or functions may graphically represent code to be programmed into the non-transitory memory of the computer-readable storage medium in the vehicle control system, wherein the described actions are carried out by execution of the instructions in a system including the various hardware components in combination with the electronic controller.One or more of the process steps described here can be omitted if desired.

[0041] It is understood that the configurations and routines disclosed herein are exemplary in nature, and that these specific examples should not be considered in a limiting sense, as many variations are possible. For example, the above technology may be applied to powertrains that include various types of power sources, including various types of electric machines and transmissions. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations, as well as other features, functions, and / or characteristics disclosed herein.

[0042] In particular, the following paragraphs identify certain combinations and sub-combinations that are considered novel and non-obvious. Reference may be made in these paragraphs to "a" element or "a first" element, or their equivalent. These paragraphs are to be understood as encompassing the inclusion of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and sub-combinations of the disclosed features, functions, elements, and / or properties may be claimed, whether broader, narrower, the same, or different than the original paragraphs, and are also considered to be within the subject matter of the present disclosure.

[0043] In one example, an axle is coupled to an electromechanical actuator, such as a motor, to separately engage a parking brake and a clutch. The clutch can decouple the axle from a prime mover, such as an internal combustion engine, another motor, etc. The electromechanical actuator (in one example, the motor) can move in only one direction (e.g., rotate) or move in both directions. In an alternative implementation, separate motors are used for the parking system and the clutch on the shared axle.

Claims

[1] Parking and separation system, comprising: a servo motor (202) coupled to a motor shaft (228), the motor shaft being coupled to a first bearing (217) disposed at one end of the motor shaft, a first needle one-way clutch (214), a first pinion gear (216), a second pinion gear (218), and a second needle one-way clutch (215) disposed at another end of the motor shaft; wherein the first pinion gear is engaged with a first gear (222) and the second pinion gear is engaged with an idler gear (224); one of a parking system (600) and a separating system (500) or both the parking system and the separating system (501), wherein the parking system engages the first gear and the separating system engages the idler gear; wherein the parking system comprises a drum cam (204) coupled to a parking lock cone (206) via a ratchet spring and a rod (220), a parking gear (302), and a parking lock pawl (208) coupled to the parking lock cone, wherein adjustment of a position of the parking lock cone engages the parking lock pawl and the parking gear; wherein the separation system (400) comprises a second gear (210), a dog clutch (410), and an actuator that engages and disengages the dog clutch; and wherein the actuator motor rotates the motor shaft in a first direction to activate the parking system, and the actuator motor rotates the motor shaft in a second direction to activate the separation system, the first direction being opposite to the second direction. [2] Parking and separation system according to claim 1, wherein actuation of the parking system (501, 600) does not affect actuation of the separation system. [3] Parking and separation system according to one of the preceding claims, wherein the first bearing (217) is arranged next to the servo motor (202), the first needle one-way clutch (214) is arranged between the servo motor and the first pinion gear (216), the first pinion gear is arranged between the first needle one-way clutch and the second pinion gear, and the second pinion gear (218) is arranged between the first pinion gear and the second needle one-way clutch (215). [4] Parking and separation system according to one of the preceding claims, wherein the first needle one-way clutch (214) is arranged relative to the first pinion gear (216) on the motor shaft (228) to allow the first pinion gear to rotate only in the first direction, and the second needle one-way clutch (215) is arranged relative to the second pinion gear (218) on the motor shaft to allow the second pinion gear (216) to rotate only in the second direction. [5] Parking and separation system according to one of the preceding claims, wherein the first pinion gear (216) is engaged with the first gear (222) to transmit torque to the parking system via the actuator motor (202), and the second pinion gear (218) is engaged with the idler gear (224) to transmit torque to the separation system (400) via the actuator motor. [6] Parking and separation system according to one of the preceding claims, wherein one end of the second gear (210) functions as a gear cam and another end of the second gear functions as a face cam. [7] A parking and separation system according to any one of the preceding claims, wherein the parking system (200, 201) alternates between activation and deactivation in response to rotation of the motor shaft (228) in the first direction during a rotation cycle of the motor shaft. [8] The parking and disconnect system of claim 7, wherein in response to rotation of the motor shaft (228) in the second direction, the disconnect system (400) alternates between activation and deactivation during the rotation cycle of the motor shaft. [9] The parking and separation system of claim 8, wherein the rotation cycle is a period of time during which the motor shaft rotates in either the first or second direction. [10] Series of axle systems, comprising: a first transmission (500), a second transmission (501), a third transmission (600) and a fourth transmission (601), each of the first transmission, the second transmission, the third transmission and the fourth transmission comprising: an electric motor (802) arranged on one side of a respective transmission, wherein the position of the electric motor is the same for each of the first transmission, the second transmission, the third transmission and the fourth transmission, and the electric motor is rotatably coupled to a transmission shaft (402); a first planetary gear (804) coupled to the transmission shaft and arranged between the electric motor and a bearing (512) coupled to a sun gear shaft (408); an adapter shaft (406) circumferentially surrounding the transmission shaft at one end of the adapter shaft and surrounding the sun gear shaft at another end of the adapter shaft; and a second planetary gear (516) arranged between the bearing (512) and a differential (518) coupled to the sun gear shaft. [11] A series of axle systems according to claim 10, wherein the first transmission (500) comprises a parking and disconnect system (806), wherein the parking and disconnect system does not comprise a parking system (200, 201) and comprises a disconnect system (400), wherein the disconnect system is coupled to both the transmission shaft (402) and the sun gear shaft (408) and is arranged between the first planetary gear (804) and the bearing (512). [12] A series of axle systems according to claim 11, wherein the second transmission (501, 800) comprises the parking and disconnect system (806), wherein the parking and disconnect system comprises both the parking system (200, 201) and the disconnect system (400), such that the parking system is arranged between the bearing (512) and the disconnect system (400) and the disconnect system is arranged between the parking system and the first planetary gear (804). [13] The series of electric axles according to claim 12, wherein the third transmission (600, 800) comprises the parking and disconnecting system (806), wherein the parking and disconnecting system comprises a parking system (200, 201) coupled to the sun gear shaft (408) and disposed between the first planetary gear (804) and the bearing (512) and does not comprise a disconnecting system (400). [14] A series of electric axles according to claim 13, wherein the fourth transmission (601, 800) does not include a parking and disconnect system.

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