HYPOID GEAR SET FOR DRIVE AXLE
A hypoid gear set for a vehicle drivetrain includes a pinion gear in meshing engagement with a ring gear. The hypoid gear set has a negative pinion offset. The hypoid pinion and ring gears provide a predetermined gear ratio that can be varied up to a fifty percent faster ratio within a single carrier packaging envelope defined by a maximum ring gear diameter.
The subject invention relates to a hypoid ring and pinion gear set for commercial and off-highway vehicles that can achieve a large range of gear ratios within a single carrier packaging space.
BACKGROUND OF THE INVENTIONA single reduction drive axle includes a carrier with a pinion gear in meshing engagement with a ring gear. The pinion gear receives driving input from a vehicle driveshaft and the ring gear is configured to drive a differential gear assembly, which drives axle shafts to rotate laterally spaced wheels. Vehicle applications with single reduction axles include carrier configurations with spiral bevel gears or hypoid gears that can accommodate gear ratios of 7:1 to 2.5:1. Spiral bevel gears can achieve gear ratios as fast as 1:1; however, hypoid gears traditionally have not been able to achieve these faster ratios.
For commercial and off-highway vehicles with double reduction axles, planetary gear sets are included at laterally spaced wheel ends and are used in combination with a hypoid ring and pinion input gear set. The additional hub reduction may require the carrier to have faster ratios which cannot be achieved with current hypoid gear carrier configurations. In order to achieve these faster gear ratios, i.e. less than 2.5:1, the pinion size would become so large that it would be very difficult, if not impossible, to package the ring and pinion gear set within existing carriers.
SUMMARY OF THE INVENTIONA hypoid gear set for a vehicle drivetrain includes a pinion gear in meshing engagement with a ring gear. The ring and pinion gear provide a predetermined gear ratio that can be increased up to fifty percent faster within a single carrier packaging envelope that is defined by a maximum ring gear diameter.
In one example, the pinion and ring gears mesh with each other to provide a gear ratio range of 1.3:1 to 7.0:1 within the single carrier packaging envelope.
In one configuration, the single carrier packaging envelope is no larger than an amount of space required to package a hypoid gear set having a maximum ring gear diameter of 600 mm.
In one example, the hypoid gear set has a negative pinion offset.
These and other features of the present invention can be best understood from the following specification and drawings, the following of which is a brief description.
As shown in
The drive axle 20 of
The carrier has a carrier housing portion that defines an internal cavity 40, which receives the hypoid pinion gear 26, hypoid ring gear 28, and differential gear assembly 30. The internal cavity 40 defines a maximum allowable packaging envelope PE to receive these components. In order to reduce weight and prevent interferences with vehicle frame and suspension components, it is important to minimize the size of the axle housing, and in turn the carrier housing portion. However, the internal cavity must be able to accommodate a gear set that can provide the desired range of gear ratios. This will be discussed in greater detail below.
In one example, the drivetrain 12 is utilized in a commercial vehicle application. Commercial vehicles are used for transporting products for business or commercial purposes and include vehicles such as delivery trucks, tractor-trailers, and eighteen-wheelers, for example. The drivetrain 12 could also be used in off-highway vehicle applications such as loaders, lifters, skidders, etc.
Traditional hypoid gear designs for the ring and pinion gear include either a left hand spiral pinion gear meshing with a right hand spiral ring gear in a pinion below center configuration, or a right hand spiral pinion gear meshing with a left had spiral ring gear in a pinion above center configuration. These traditional configurations are shown in
In
Traditionally, drive axles with hypoid ring and pinion gear sets for commercial vehicle applications have gear ratios in the range of 2.5:1 to 7:1. When hub reductions are used, such as those used in double reduction axles with planetary gear sets 38 at the wheel ends, faster gear ratios may needed for high speed applications. Hypoid gear ratios faster than 2.5:1 are very difficult, if not impossible, to package within the current carrier configurations.
The subject hyoid ring gear 28 and pinion gear 26, shown in
As shown in
As shown in
As known, gear ratio is the ratio between the number of teeth in the ring gear and pinion gear. In traditional configurations with positive pinion offset, pinion gear head size increases as offset increases and ratios only as fast as 2.5:1 can be achieved. When a negative pinion offset relative to a gear center 58 is utilized, pinion gear head size decreases as offset increases. This allows pinion gear head size to be minimized within a single packaging envelope in order to achieve the desired faster ratios.
Thus, for a hypoid ring gear having a set pitch diameter, a faster gear ratio can be achieved by utilizing a negative pinion offset. For example, for a ring gear having a pitch diameter of 381 mm and a left hand spiral pinion offset below center with (traditional configuration as shown in
As discussed above, the negative pinion offset configurations are especially beneficial for commercial vehicle applications which have low input speeds typical in modern engines. For these types of applications, the subject negative pinion offset configurations are utilized with a minimum ring gear diameter of 100 mm for double reduction axles and a minimum ring gear diameter of 300 mm for single reduction axles. The maximum ring gear diameter would be approximately 600 mm.
Further, the amount of pinion offset is determined based on the type of axle and commercial application. In the negative pinion offset configurations, offset is within the range of 25-55 mm from a gear centerline. Pinion offset is chosen based on strength reasons for a given type of axle and application. In initial design stages for a carrier, various pinion offsets are studied to determine how wide the range of gear ratios can be within a specified packaging space, which still meets the desired strength and noise requirements. With the subject negative pinion offset configurations, the gear ratio offering can be increased significantly toward faster ratios not previously achievable, and all within a single traditional sized packing envelope. Once offset is established for the given type of axle, it is preferred to remain unchanged as subsequently changing offset would require new carrier castings. With the negative pinion offset configuration, faster ratios can be provided within this same casting.
The hypoid gear design uses hypoid ring and pinion gears with a certain combination of pinion offset, pinion spiral hand, and other gear parameters to allow gear ratios to be 50% faster within a traditional existing axle housing envelope. In general, negative pinion offset is never utilized due to concerns regarding noise and durability.
The subject hypoid gears with negative pinion offset avoid these potential concerns by providing a ring gear spiral angle within a range of 30 to 50 degrees in combination with other tooth design parameters. For example, the hypoid gear set has tooth design parameters set to achieve a profile tooth contact ratio between 1.0 and 1.4 and to achieve a tooth face contact ratio between 1.1 and 1.5. Tooth design parameters are tooth combination, ring gear pitch diameter, pinion offset, face width, pressure angle, whole depth, etc.
The resulting negative pinion offset configuration, in combination with the gear parameters discussed above, allows the new gear configuration with faster available ratios to be installed within existing axle housings as well as allowing existing ring gear and pinion forgings to be used. The new configuration also retains approximately the same gear strength of the slower gear ratios using traditional configurations.
Although a preferred embodiment of this invention has been disclosed, a worker of ordinary skill in this art would recognize that certain modifications would come within the scope of this invention. For that reason, the following claims should be studied to determine the true scope and content of this invention.
Claims
1. A gear set for a vehicle drivetrain comprising:
- a hypoid ring gear; and
- a hypoid pinion gear in meshing engagement with said hypoid ring gear, said hypoid pinion gear and said hypoid ring gear adapted to be positioned within a single carrier packaging envelope defined by a maximum ring gear diameter, and wherein the hypoid ring and pinion gears provide a predetermined gear ratio that can be varied up to a fifty percent faster ratio within the single carrier packaging envelope.
2. The gear set according to claim 1 wherein said hypoid ring gear is defined by a first spiral angle and said hypoid pinion gear is defined by a second spiral angle that is less than said first spiral angle such that the gear seat has a negative pinion offset.
3. The gear set according to claim 1 wherein said pinion gear includes a right hand spiral and said ring gear includes a left hand spiral, and wherein said pinion gear is offset below a gear center defined by said hypoid ring gear.
4. The gear set according to claim 1 wherein said pinion gear includes a left hand spiral and said ring gear includes a right hand spiral, and wherein said pinion gear is offset above a gear center defined by said hypoid ring gear.
5. The gear set according to claim 1:
- wherein said hypoid ring gear rotates about an axis defining a gear center and includes a front face with a plurality of ring gear teeth, and wherein when facing said front face, said pinion gear is positioned on a right side of said front face such that a pinion gear head is in meshing engagement with said plurality of ring gear teeth; and
- wherein said pinion gear is either offset above said gear center or below said gear center; and
- wherein when said pinion gear is offset above said gear center said pinion gear has a left hand spiral and said ring gear has a right hand spiral; and
- wherein when said pinion gear is offset below said gear center said pinion gear has a right hand spiral and said ring gear has a left hand spiral.
6. The gear set according to claim 1 wherein said single carrier packaging envelope is no larger than an amount of space required to package a gear set having a maximum ring gear diameter of 600 mm.
7. The gear set according to claim, wherein said ring gear includes a spiral angle between 30 and 50 degrees.
8. The gear set according to claim 7 wherein said ring gear includes a profile tooth contact ratio within a range of 1.0 to 1.4, and includes a tooth face contact ratio within a range of 1.1 to 1.5.
9. The gear set according to claim 1 wherein said ring gear has a minimum ring gear diameter of 100 mm and a maximum ring gear diameter of 600 mm.
10. The gear set according to claim 1 wherein the predetermined gear ratio falls within a gear ratio range of 1.3:1 to 7.0:1 within the single carrier packaging envelope.
11. A gear set for a vehicle drivetrain comprising:
- a differential gear assembly including first and second side gears configured to drive first and second axle shafts to rotate about a wheel axis of rotation;
- a hypoid pinion gear in meshing engagement with a hypoid ring gear, wherein said hypoid ring gear is configured to drive said differential gear assembly; and
- said hypoid pinion gear and said hypoid ring gear providing a gear ratio range of 1.3:1 to 7.0:1 within a single carrier packaging envelope that is defined as being no larger than an amount of space required to package said differential gear assembly and said hypoid pinion and ring gears where said hypoid ring gear has a maximum ring gear diameter of 600 mm.
12. The gear set according to claim 11 including a first planetary gear set to receive driving input from the first axle shaft and a second planetary gear set to receive driving input from the second axle shaft.
13. A drive axle comprising:
- an axle housing including a carrier portion, said carrier portion having an interior cavity that defines a single maximum packaging envelope;
- a differential gear assembly housed within said interior cavity of said carrier portion;
- first and second axle shafts driven by said differential gear assembly, said first and said axle shafts configured to provide driving output to a pair of laterally spaced wheel components; and
- a hypoid gear set comprising a hypoid ring gear and a hypoid pinion gear in meshing engagement with said hypoid ring gear, said hypoid pinion gear and said hypoid ring gear providing a predetermined gear ratio that can be varied up to a fifty percent faster ratio within said single maximum packaging envelope, and wherein said single maximum packaging envelope is no larger than an amount of space required to package a hypoid gear set having a maximum ring gear diameter of 600 mm.
14. The drive axle according to claim 13 wherein said hypoid ring gear is defined by a first spiral angle and said hypoid pinion gear is defined by a second spiral angle that is less than said first spiral angle such that said hypoid gear set has a negative pinion offset.
15. The drive axle according to claim 13 including a first planetary gear set driven by said first axle shaft and a second planetary gear set driven by said second axle shaft.
16. The drive axle according to claim 13 wherein said ring gear rotates about an axis defining a gear center and wherein said pinion gear includes a right hand spiral and said ring gear includes a left hand spiral, and wherein said pinion gear is offset below said gear center.
17. The drive axle according to claim 13 wherein said ring gear rotates about an axis defining a gear center and wherein said pinion gear includes a left hand spiral and said ring gear includes a right hand spiral, and wherein said pinion gear is offset above said gear center.
18. The drive axle according to claim 13:
- wherein said ring gear rotates about an axis defining a gear center and includes a front face with a plurality of ring gear teeth, and wherein when facing said front face, said pinion gear is positioned on a right side of said front face such that a pinion gear head is in meshing engagement with said plurality of ring gear teeth; and
- wherein said pinion gear is either positioned above said gear center or below said gear center; and
- wherein when said pinion gear is positioned above said gear center, said pinion gear has a left hand spiral and said ring gear has a right hand spiral; and
- wherein when said pinion gear is positioned below said gear center, said pinion gear has a right hand spiral and said ring gear has a left hand spiral.
19. The drive axle according to claim 13, wherein said ring gear includes a ring gear spiral angle between 30 and 50 degrees.
20. The drive axle according to claim 13, wherein the predetermined gear ratio falls within a gear ratio range of 1.3:1 to 7.0:1 within the single maximum packaging envelope.
Type: Application
Filed: Jul 22, 2010
Publication Date: Jan 26, 2012
Inventors: Wagner Yukio Hirao (Troy, MI), I-Chao Chung (Troy, MI), Tomaz Dopico Varela (Shelby Township, MI), Silvio M. Yamada (Waterford, MI)
Application Number: 12/841,243
International Classification: F16H 48/06 (20060101); F16H 1/14 (20060101);