Abstract: An integrated wheel end system for a vehicle including a clutch adapted to provide driving engagement/disengagement of a wheel to convert between driven and non-driven modes of wheel movement. A vehicle is provided with both 4×2 and 4×4 capabilities and, when 4×4 capability is required, a negative pressure is applied to a vacuum cavity thus causing a piston, shift fork and spline collar to move inboard. The spline collar is splined to the constant velocity joint and as it moves inboard it locks on the spline plate locking the wheelend to the axle shaft. The invention also provides a default 4×4 embodiment, the spline collar is splined to the joint and as the piston fork and spline collar move inboard, they unlock the wheelend from the axle shaft. A selectively activated actuator is provided for moving the clutch member between its driving and non-driving positions.

Abstract: An inboard hub lock assembly integrated into a steering knuckle. Teeth are provided on an end of the CV housing and an adjacent flange extending from the wheel hub. A clutch member with corresponding teeth is movable between 1) an outboard position engaging the CV housing teeth and the wheel hub flange teeth, thereby transmitting drive power from a stub shaft to the wheel hub, and 2) an inboard position engaging only the CV housing teeth, thereby permitting the wheel hub to rotate freely relative to the stub shaft. A spring biases the clutch member to a 4×2 mode fail safe position by biasing the clutch member to the inboard non-engaging position.

Abstract: An inboard hub lock assembly integrated into a steering knuckle. Teeth are provided on an end of the CV housing and an adjacent flange extending from the wheel hub. A clutch member with corresponding teeth is movable between 1) an outboard position engaging the CV housing teeth and the wheel hub flange teeth, thereby transmitting drive power from a stub shaft to the wheel hub, and 2) an inboard position engaging only the CV housing teeth, thereby permitting the wheel hub to rotate freely relative to the stub shaft. A spring biases the clutch member to a 4×2 mode fail safe position by biasing the clutch member to the inboard non-engaging position.

Abstract: An improved wheel end assembly integrates into the steering knuckle a feature for providing driving engagement/disengagement of a wheel to convert between driven and non-driven modes of wheel movement. Such a wheel end assembly receives drive torque from a half shaft through a constant velocity (“CV”) joint. The wheel end assembly has the steering knuckle, which is coupled to the vehicle and which integrally houses a hub lock actuator assembly. A bearing assembly mounted to the knuckle allows for free rotation of a cylindrical wheel hub mounted thereon about a central axis of the hub. The wheel hub has a flange for mounting the wheel at an outboard end thereof and a drive flange at an inboard end thereof, an outer circumference of the flange having a plurality of external teeth spaced evenly therearound.

Abstract: A hub flange and rotor assembly, both having cut out openings or scallops, wherein the scallops aid in accessing the outward facing bolt heads of the bearing flange to knuckle bolts. This configuration allows the rotor to be machined after it is installed on the hub, prior to installation of the unified assembly into the steering knuckle.

Abstract: The present invention relates to a mechanism for setting and adjusting wheel alignment parameters such as caster and camber on a driving or non-driving steerable beam axle. An enlarged bore is provided in at least one end of the yoke to receive a ramp member and a ball joint assembly sleeve. The ball joint assembly sleeve is movable relative to the ramp member along an arc defined by the curved surfaces of the ramp member such that the position of the ball joint assembly sleeve, and consequently the ball joint, may be varied within the bore. Depending upon the orientation of the curved surfaces of the ramp member, the present invention may be utilized to adjust either caster or camber. The present invention also relates to a method of adjusting the position of a ball joint relative to a yoke member.