Electronically controlled hydraulic actuator for limited slip differential assembly

[0002] 1. Field of the Invention

[0003] The present invention relates to limited slip differential assemblies for motor vehicles, and more particularly to a limited slip differential assembly having an electronically controlled hydraulic actuator for limiting a relative rotational speed between two driven shafts above a predetermined amount.

[0004] 2. Description of the Prior Art

[0005] Conventionally, differentials well known in the prior art, are arranged in a power transmission system of a motor vehicle to allow a pair of output shafts operatively coupled to an input shaft to rotate at different speeds, thereby allowing the wheel associated with each output shaft to maintain traction with the road while the vehicle is turning. Such a device essentially distributes the torque provided by the input shaft between the output shafts. However, these types of differentials known in the art as an open differentials, i.e. a differential without clutches or springs, are unsuitable in slippery conditions where one wheel experiences a much lower coefficient of friction than the other wheel; for instance, when one wheel of a vehicle is located on a patch of ice or mud and the other wheel is on dry pavement. In such a condition, the wheel experiencing the lower coefficient of friction loses traction and a small amount of torque to that wheel will cause a “spin out” of that wheel. Since the maximum amount of torque, which can be developed on the wheel with traction, is equal to torque on the wheel without traction, i.e. the slipping wheel, the engine is unable to develop any torque and the wheel with traction is unable to rotate. Thus, the necessity for a differential, which limits the differential rotation between the output shafts to provide traction on slippery surfaces, is well known.

[0006] Such differential assemblies are typically called limited slip differentials. Conventionally, they use a frictional clutch between the side gear and the differential case. The frictional clutch may be selectively actuated by various hydraulic actuator assemblies, which are constructed of elements disposed inside the differential casing. The hydraulic actuator assemblies internal to the differential case often include displacement pumps disposed inside the differential casing and actuated in response to a relative rotation between the differential case and the output shaft. The displacement pumps are usually in the form of internal gear pumps, such as gerotor pumps adapted to convert rotational work to hydraulic work. In the internal gear pumps, an inner gear having outwardly directed teeth cooperates with an external gear having inwardly directed teeth so that fluid chambers therebetween increase and decrease in volume as the inner and outer gears rotate in a housing. By connecting the inlet and outlet of the device to the proper location along the sides of the gear set, the variable displacement chambers receive and discharge hydraulic fluid so that the device can function as a pump or motor. A shaft or other mechanical device can be connected to either the inner or outer gear depending upon the type of device. The hydraulic actuator assemblies further include a hydraulic piston member for frictionally loading the friction clutch.

[0007] Recent advances in vehicle control may require the disabling of the limited slip feature of the differential at moderate to high speeds. One such system is the yaw stability control, which uses the vehicle's brakes to correct the trajectory of the vehicle during a turn. The impulse braking of the yaw stability control feature generates a speed difference between the wheels on either side of the vehicle. The limited slip feature will engage due to this speed difference and may interfere with the performance of the yaw stability control feature. There is therefore a need to disable the limited slip feature of the hydraulic limited slip differential during specified conditions to ensure proper performance of the devices like yaw stability control while also allowing the limited slip feature to be enabled at other specified conditions where traction may be needed and where yaw control is not essential. There is a problem with current hydraulically actuated limited slip differentials in that they do not have a simple on/off capability which is separate and distinct from the hydraulic pressure supply/control circuit actuating the clutch assemblies.

[0008] It is the intent of this invention to overcome these shortcomings by providing an external control of the hydraulic pressure generated within a hydraulically actuated limited slip differential in which the limited slip clutch can either be turned on or off, or set at any intermediate condition by controlling the maximum system hydraulic pressure limit.

[0009] The present invention provides an improved electronically controlled differential assembly providing both limited slip and open differential capabilities.

[0010] The differential assembly in accordance with the preferred embodiment of the present invention includes a rotatable differential case rotatably supported within an axle housing and forming housing a differential gearing rotatably supported in the case and a pair of opposite output axle shafts in meshing engagement with the differential gearing to permit differential rotation thereof. The differential assembly includes a friction disk clutch assembly disposed within the differential case and provided to selectively lock the differential assembly. The friction clutch assembly includes a number of alternating outer friction plates non-rotatably coupled to the differential case and inner friction plates drivingly coupled to one of the output axle shafts. The differential assembly further includes a hydraulic clutch actuator for selectively frictionally loading the clutch assembly. The hydraulic clutch actuator comprises a hydraulic pump for generating a hydraulic pressure, a piston assembly disposed within the differential case between the pump and the clutch pack and defining a pressure chamber, and a variable pressure relief valve assembly to selectively control said limited slip assembly. The variable pressure relief valve assembly has a pressure relief valve and a solenoid actuator for selectively setting a maximum hydraulic pressure attainable within the pressure chamber between a maximum release pressure and a minimum release pressure.

[0011] In order to provide the solenoid actuator with an electrical power and/or control signals in a contactless manner, the differential assembly is further provided with a transformer assembly including a stationary primary transformer unit mounted to the axle housing and connected to a source of electrical energy, and a rotatable secondary transformer unit secured to an outer peripheral surface of the differential case. The secondary transformer unit is responsive to a magnetic field generated by the primary transformer unit to induce the electrical current to the secondary transformer unit for supplying the electrical current to the solenoid actuator. Preferably, the primary transformer unit includes a substantially annular primary coil wound about a primary core and connected to a source of electrical energy. The primary core is secured to the interior surface of the axle housing. Similarly, the secondary transformer unit includes a substantially annular secondary coil wound about a secondary core and positioned adjacent to the primary coil. The secondary core is secured to an outer peripheral surface of the differential case.

[0012] Other objects and advantages of the invention will become apparent from a study of the following specification when viewed in light of the accompanying drawings, wherein:

[0013] FIG. 1 is a schematic diagram showing a rear axle assembly of a motor vehicle including an electronically controlled limited slip differential assembly;

[0014] FIG. 2 is a sectional view of the electronically controlled limited slip differential assembly in accordance with the present invention;

[0015] FIG. 3 is a schematic diagram of an electric circuit representing an exemplary embodiment of the present invention;

[0016] FIG. 4 shows primary and secondary waveforms of a transformer assembly of the exemplary embodiment of the present invention.

[0017] The preferred embodiment of the present invention will now be described with the reference to accompanying drawings. FIG. 1 schematically depicts a vehicle drive axle assembly 1 including a selectively operable limited slip differential (LSD) assembly 10. However, it is to be understood that while the present invention is described in relation to a speed sensitive limited slip differential, the present invention is equally suitable for use in other hydraulically actuated friction couplings, such as torque coupling mechanisms for a drive-train utilizing a speed sensitive limited slip device.

[0018] The differential assembly 10 comprises a rotatable differential case 12 rotatably supported within an axle housing 4 and driven by a drive pinion gear 3 transmitting a drive torque from an engine (not shown) to a ring gear 14 through a propeller shaft 5. A differential gear mechanism 15 disposed within the differential case 12 is operatively coupled to output axle shafts 8aand 8bfor allowing differential rotation thereof. The LSD assembly 10 further includes a limited slip device in the form of a hydraulically actuated friction clutch assembly including a friction clutch pack 20 that, when engaged, limits the differential speed between output axle shafts 8aand 8b, a speed sensitive hydraulic displacement pump 26 providing a pressurized hydraulic fluid for actuating the clutch pack 20, and a variable pressure relief valve assembly 30 for selectively controlling a discharge pressure of the pump 26 and, subsequently, the clutch pack 20. The variable pressure relief valve assembly 30 is in the form of a solenoid-operated valve assembly electronically controlled by a differential control module (DCM) 6 based on data from various inputs, such as vehicle wheel sensors. When energized, solenoid-operated valve assembly 30 is capable of modulating a pump discharge pressure in a variable range from a minimum pressure to a maximum pressure, thereby variably controlling a drive torque distribution between the output axle shafts 8aand 8bin a range from a minimum torque value to a maximum torque value. The DCM 6 is also connected to a source of an electric power supply, such as an electric storage battery 2 mounted on the motor vehicle.

[0019] FIG. 2 of the drawings illustrates in detail the preferred arrangement of the differential assembly 10 in accordance with the present invention. Reference numeral 12 defines the differential case rotatably supported in the axle housing 4 (shown in FIG. 1) through roller bearings (not shown), and defines an axis of rotation 11. The differential case 12 is made of two half members 12aand 12bfastened to each other, preferably by means of bolts 14a. The ring gear 14 is bolted or other wise secured to the differential case 12 at flange 12′. The differential gear mechanism 15 disposed within the differential case 12 includes a set of pinion gears 16 rotatably supported on a pinion shaft 17 secured to the differential case 12. The pinion gears 16 engage a pair of opposite side gears 18aand 18badapted to rotate about the axis 11. The side gears 18aand 18bare splined to the output axle shafts 8aand 8brespectively. Disposed adjacent the side gear 18ais an inner clutch sleeve 19 having external splines and drivingly coupled to the associated axle shaft 8a.

[0020] The friction clutch pack 20 of the limited slip device is provided within the differential case 12. The friction clutch pack 20, well known in the prior art, includes sets of alternating outer friction plates 22aand inner friction plates 22b. Conventionally, an outer circumference of the outer friction plates 22ais provided with projections that non-rotatably engages corresponding grooves formed in the differential case 12. Similarly, an inner circumference of the inner friction plates 22bis provided with projections that non-rotatably engage corresponding grooves formed in the clutch sleeve 19, which in turn is splined to the associated axle shaft 8a. At the same time, both the outer friction plates 22aand the inner friction plates 22bare slideable in the axial direction. The outer friction plates 22africtionally engage the inner friction plates 22bto form a torque coupling arrangement between the differential case 12 and the differential mechanism 15 formed by the pinion gears 16 and side gears 18a, 18b. Torque is transferred from a ring gear 14 to the differential case 12, which drives the differential mechanism 15 through the pinion shaft 17.

[0021] The clutch pack 20 is selectively actuated by a hydraulic clutch actuator including the speed sensitive hydraulic displacement pump 26, and a piston assembly 27 for axially loading the clutch pack 20.

[0022] The speed sensitive hydraulic displacement pump 26 disposed within the differential case 12 actuates the clutch pack 20 when the relative rotation between the output axle shafts 8aand 8boccurs. It will be appreciated that a hydraulic pressure generated by the pump 26 is substantially proportional to a rotational speed difference between the output axle shafts 8aand 8b. Preferably, the hydraulic displacement pump 26 employed to provide pressurized hydraulic fluid to actuate the clutch pack 20 is a gerotor pump. The gerotor pump 26 includes an outer ring member 26a, an outer rotor 26b, and an inner rotor 26c. The inner rotor 26cdrivingly coupled to the output axle shaft 8a, and the outer ring member 26ais secured to the differential case 12. The inner rotor 26chas one less tooth than the outer rotor 26band when the inner rotor 26cis driven, it will drive the outer rotor 26b, which can freely rotate within the outer ring member 26aeccentrically with respect to the inner rotor 26c, thus providing a series of decreasing and increasing volume fluid pockets by means of which fluid pressure is created. Therefore, when relative motion takes place between differential case 12 and the output axle shaft 8a, the inner rotor 26cof the gerotor pump 26 generates hydraulic fluid pressure. However, it will be appreciated that any other appropriate type of hydraulic pump generating the hydraulic pressure in response to the relative rotation between the differential case 12 and the output axle shaft 8ais within the scope of the present invention.

[0023] The piston assembly 27 includes a hydraulically actuated piston 27adisposed within a piston housing 27bserves to compress the clutch pack 20 and retard any speed differential between the side gear 18aand the differential case 12. This results in a retardation of any speed differential between the axle shafts 8aand 8b. Pressurized hydraulic fluid to actuate the piston 27aand engage the clutch pack 20 is provided by the gerotor pump 26. In such an arrangement, when a speed difference between the output shafts 8a, 8bexists, the hydraulic fluid is drawn into the pump 26 through a suction passage 29. The gerotor pump 26 pumps the pressurized fluid into a piston pressure chamber 27cdefined between the piston 27aand the piston housing 27bto actuate the clutch pack 20. As the speed difference increases, the pressure increases. The pressurized fluid in the piston pressure chamber 27ccreates an axial force upon the piston 27afor loading the clutch pack 20, which is further resisted by the friction plates 22aand 22b. The loading of the clutch pack 20 allows for a torque transfer distribution between the axle shafts 8aand 8b.

[0024] In order to control the fluid pressure in the piston pressure chamber 27cand, subsequently, the output torque distribution of the limited slip differential assembly, the variable pressure relief valve assembly 30 is provided. The variable pressure relief valve assembly 30 according to the present invention, illustrated in detail in FIG. 3, is in the form of an electromagnetic valve assembly and comprises a pressure relief check valve 32 controlled by an electromagnetic actuator in the form of an solenoid actuator 34. The check valve 32 comprises a fluid relief passageway 36 that is in fluid communication with the piston pressure chamber 27c, a valve seat that is in open communication with the passageway 36, and a valve closure member adapted to seat in the valve seat for sealing the fluid relief passageway 36. It will be appreciated that the valve closure member may be in any appropriate form, such as spherical, conical, etc. The valve seat is formed in the half member 12aof the differential case 12. The valve closure member of the pressure relief check valve 32 is held in place by an armature 37 of the solenoid actuator 34, which holds the valve member against the valve seat. The armature 37 of the solenoid actuator 34 is disposed within a corresponding coil winding 38 thereof.

[0025] When electrical current is supplied to the coil winding 38 of the solenoid actuator 34, a magnetic flux is caused to flow through the armature 37. The magnetic flux creates an axial force that axially displaces the armature 37 within the coil winding 38. In response, the armature 37 urges the valve closure member of the pressure relief check valve 32 upon the valve seat thereof with a predetermined retaining force that is a function of the electrical current supplied to the coil winding 38. Such an arrangement creates a relief valve with a release pressure that is a function of the current supplied to the coil winding 38.

[0026] The pressurized hydraulic fluid will not flow through the pressure relief valve 32 until the hydraulic pressure results in a reaction force larger than the retaining force exerted to the armature 37 by the magnetic flux generated by the coil winding 38, thereby pushing the valve closure member out of the valve seat. This configuration provides a predetermined pressure limit in the hydraulic system. When a maximum current is applied to the coil winding 38 of the solenoid actuator 34, the retaining force of the pressure relief valve 32 is at its maximum, thus a maximum release pressure is provided by the relief valve 32. In this configuration, the maximum pressure attainable within the case 12 is sufficient to fully actuate the hydraulic clutch pack 20 which results in providing the limited slip function in the differential 10, and the limited slip feature is in the fully “ON” condition.

[0027] The pressure limit of the pressure relief valve 32, i.e. the release pressure of the relief valve 32, can be adjusted by controlling the current is applied to the coil winding 38 of the solenoid actuator 34.

[0028] As the less current is applied to the coil winding 38, the less retaining force is exerted to the relief valve 32, thus the less is the release pressure provided by the relief valve 32. This results in an adjustment mechanism for lowering the maximum system pressure attainable within the case 12.

[0029] When a minimum current is applied to the coil winding 38 of the solenoid actuator 34, the retaining force of the pressure relief valve 32 is at its minimum, thus a minimum release pressure is provided by the relief valve 32. In this configuration, the limited slip feature is in the fully “OFF” condition in that the maximum pressure which can be obtained in the differential case 12 is not high enough to engage the clutch pack 20, essentially disabling the limited slip feature of the hydraulic limited slip differential 10 without affecting the differential capability.

[0030] In between the “ON” and “OFF” conditions of the limited slip differential 10 the release pressure of the relief valve 32 may be set at any value these limits by modulating the current applied to the to the coil winding 38 of the solenoid actuator 34. This provides the hydraulic limited slip differential 10 with a variable maximum pressure limit in which the amount of the limited slip available to the differential assembly 10 can be limited and optimized to match various vehicle operating conditions. This provides an opportunity to dynamically control the hydraulic pressure for traction enhancement. For example, if the release pressure is set at a low value, a control system can be used to sense wheel speeds or speed differences and allow for increased hydraulic pressure. The increase in pressure available may be a function of the speed difference. This will result in an optimized amount of limited slip between the fully “ON” and “OFF” conditions.

[0031] In order to provide the solenoid actuator 34 of the variable pressure relief valve assembly 30 with an electrical power and/or control signals from the differential control module 6, the limited slip differential 10 of the present invention further includes a transformer assembly 40. As illustrated in FIG. 2, the transformer assembly 40 includes a non-rotatable primary transformer unit 42, and a rotatable secondary transformer unit 44 adjacent to the primary transformer unit 42 in a radially spaced relationship so that the secondary transformer unit 44 is responsive to a magnetic field generated by the primary transformer unit 42 to induce the electrical current to the secondary transformer unit 44 for supplying the electrical current to the solenoid actuator 34 via conductors 45. The primary transformer unit 42 is non-rotatably mounted outside the differential case, preferably to an interior surface of the axle housing 4. The secondary transformer unit 44 is secured to an outer peripheral surface of the half members 12aof the differential case 12. The primary transformer unit 42 includes a primary coil 46 wound about a substantially annular primary core 48. The primary core 48 is non-rotatably secured to the interior surface of the axle housing 4, i.e. secured against rotation relative thereto, by any appropriate means known in the art, such as spline connection, adhesive bonding, indexing key, etc. Similarly, the secondary transformer unit 44 includes a secondary coil 50 wound about a substantially annular secondary core 52. The secondary core 52 is secured to the outer peripheral surface of the half members 12aof the differential case 12 by any appropriate means known in the art, such as adhesive bonding, indexing key, spline connection, etc. The transformer assembly further comprises a bearing assembly including two annular antifriction bearings, such as ball bearings 41aand 41bproviding a necessary air gap between the primary and secondary transformer unit 42 and 44, and aligning them in an axial direction.

[0032] FIG. 3 depicts a schematic diagram of an electric circuit representing an exemplary embodiment of the present invention. The electric circuit of FIG. 3 includes four switches SW1, SW2, SW3 and SW4 and a drive circuit 55 adapted for providing the primary coil 46 with an AC primary signal. Preferably, the primary signal has frequency of 60Hz. Those skilled in the art will appreciate that the frequency of the primary signal may be other than 60 Hz. The switches SW1 and SW4 are both simultaneously opened or closed, while switches SW2 and SW3 are both simultaneously closed or opened at 60 Hz rate to provide a primary wave form shown in FIG. 4. Diodes D1, D2, D3 and D4 are used to discharge the current quickly when the switches SW1, SW2, SW3 and SW4 open. The drive circuit provides the switches turn on voltages at and for appropriate time to provide the 60 Hz primary signal. In response to the primary signal, a secondary signal is generated in the secondary coil 50 having a secondary waveform as shown in FIG. 4. By modulating the primary signal, the secondary signal may be modulated, thus variably controlling the solenoid actuator 34. When all drive signals are inhibited, the solenoid actuator 34 is not excited.

[0033] Therefore, the electronically controlled differential assembly in accordance with the present invention represents a novel arrangement of the limited slip differential assembly provided with a solenoid actuator for activating a variable pressure relief valve and a transformer assembly for providing the solenoid actuator with an electrical power and/or control signals.

[0034] The foregoing description of the preferred embodiments of the present invention has been presented for the purpose of illustration in accordance with the provisions of the Patent Statutes. It is not intended to be exhaustive or to limit the invention to the precise forms disclosed. Obvious modifications or variations are possible in light of the above teachings. The embodiments disclosed hereinabove were chosen in order to best illustrate the principles of the present invention and its practical application to thereby enable those of ordinary skill in the art to best utilize the invention in various embodiments and with various modifications as are suited to the particular use contemplated, as long as the principles described herein are followed. Thus, changes can be made in the above-described invention without departing from the intent and scope thereof. It is also intended that the scope of the present invention be defined by the claims appended thereto.