Multi-mode drive system for transaxle applications
View Patent ↗A vehicle drive system capable of selectively providing all-wheel drive and single-driven-axle modes includes a front drive unit having a planetary gearset with a grounded ring gear and a sun gear driven by the transaxle's drive spool via an input shaft, and a differential selectively coupled by a dog clutch to one of the sun gear or the planetary carrier, or neither of them, to thereby selectively provide both an available low range and a front axle disconnect. The front drive unit further defines a power take-off unit with a clutch selectively coupling the input shaft to a propshaft. The rear drive unit includes a planetary gearset with a grounded ring gear, a sun gear driven by the propshaft, and a differential selectively coupled by a dog clutch to one of the sun gear or the planetary carrier, or neither of them, to thereby likewise selectively provide both an available low range and a rear axle disconnect.
1. An all-wheel drive system for a vehicle comprising:
a first drive unit including:
a first housing,
a first shaft,
a first planetary gearset having a first ring gear grounded to the first housing, a first sun gear permanently coupled for rotation with the first shaft, and a set of first planet gears supported by a first planetary carrier,
a first differential, and
a first clutch configured to selectively couple the first differential for rotation with one of the first sun gear and the first planetary carrier;
a second drive unit including:
a second housing,
a second shaft,
a second planetary gearset having a second ring gear grounded to the second housing, a second sun gear permanently coupled for rotation with the second shaft, and a set of second planet gears supported by a second planetary carrier, and
a second differential, and
a second clutch configured to selectively couple the second differential for rotation with one of the second sun gear and the second planetary carrier independently of the first clutch coupling the first differential for rotation with one of the first sun gear and the first planetary carrier; and
a power take-off unit including a two-position clutch configured to selectively couple the second shaft of the second drive unit to the first shaft of the first drive unit.
2. The all-wheel drive system of claim 1 , wherein the first clutch is further adapted to selectively decouple the first differential from both the first sun gear and the first planetary carrier.
3. The all-wheel drive system of claim 2 , wherein the first clutch is a first three-position dog clutch.
4. The all-wheel drive system of claim 1 , wherein the first planetary gearset achieves a reduction ratio of between about 2.5:1 to about 4.5:1 when the first differential is coupled by the first clutch to the first planetary carrier.
5. The all-wheel drive system of claim 4 , wherein the second planetary gearset substantially achieves the reduction ratio when the second differential is coupled by the second clutch to the second planetary carrier.
6. The all-wheel drive system of claim 1 , wherein the first planetary gearset achieves a reduction ratio of between about 1.25:1 to about 1.5:1 when the first differential is coupled by the first clutch to the first planetary carrier.
7. The all-wheel drive system of claim 1 , wherein the first input shaft is driven by a final spool drive of a transaxle rotatable about a first axis, and wherein the power take-off unit further includes a jack shaft rotatable about a second axis, the second axis being disposed at a nominal height in the vehicle lower than that of the first axis.
8. The all-wheel drive system of claim 1 , wherein the second clutch is further adapted to selectively decouple the second differential from both the second sun gear and the second planetary carrier.
9. The all-wheel drive system of claim 8 , wherein the second clutch is a second three-position dog clutch.
10. The all-wheel drive system of claim 1 , wherein the two-position clutch of the power take-off unit includes a synchronizer friction cone, and wherein the second clutch is engaged after the two-position clutch to thereby bring the second input shaft up to speed prior to engagement of the second clutch.