Abstract: A steer-by-wire steering system having an I-beam and a steering gear housing coupled therewith. An input shaft assembly may be at least partially disposed within the steering gear housing. A steering knuckle having a kingpin boss and an output shaft having a first end at least partially disposed within the kingpin boss. A second end of the output shaft at least partially disposed within the steering gear housing.

Abstract: Provided herein is a case for an portable electronic device, the case including: a shell having a first side wall, a second side wall, a top wall and a bottom wall, wherein the top and bottom walls connect the side walls and define a cavity; a plurality of apertures extending through the walls of the shell; a tire pressure gauge connected to and extending from the shell; a tread depth meter connected to and extending from the shell; and a wireless transceiver connected to and extending from the shell, wherein the device is received in the cavity.

Abstract: A hybrid drivetrain (100) is provided. The hybrid drivetrain comprises a power source (102), a first motor generator assembly (104), and an electric axle drive unit (106). The first motor generator assembly includes a primary clutch (114) for drivingly engaging the power source with a first motor-generator (116). The electric axle drive unit comprises at least a second motor generator (140) drivingly engaged with the first motor generator and a pair of wheel assemblies (112). The power source, the first motor generator assembly, and the electric axle drive unit facilitate operating the hybrid drivetrain as a series-parallel hybrid drivetrain in a plurality of operating modes. The hybrid drivetrain meets the exacting needs of commercial vehicles while providing fuel efficiency improvements for vehicles incorporating the hybrid drivetrain.

Abstract: A wheel valve assembly having a body portion coupled with a cover portion. A diaphragm disposed between the body portion and the cover portion. A first biasing member disposed between the cover portion and the diaphragm in a cover cavity defined thereby. A control cavity defined by the body portion and the diaphragm, and at least one control port defined by the body portion and in fluid communication with the control cavity. A tire port defined by the body portion and in selective fluid communication with the control cavity. A first and second conduit disposed in the body portion in fluid communication with a third and fourth conduit disposed in the cover portion. An equalization valve assembly disposed in one of the conduits to control fluid communication between the cover cavity and the control cavity.

Abstract: A tire inflation system for a vehicle having a control unit including an internal fluid conduit. At least one extended stroke valve including a housing in fluid communication with the internal fluid conduit and a wheel assembly. The extended stroke valve includes a hollow outer shaft having a first flange. A first biasing member is disposed about the hollow outer shaft between the first flange and an annular protrusion defined by the housing. The extended stroke valve also includes an inner shaft having a second flange, wherein the inner shaft is at least partially disposed in the hollow outer shaft. A second biasing member is disposed about the inner shaft between the second flange and a surface defined by the hollow outer shaft. In addition, a sealing member is coupled with an end of the inner shaft opposite the second flange.

Abstract: A mechanical device lubrication level control system operates within a mechanical housing having a sump cavity and a lubricant director, where the lubricant director is located at the bottom of the housing. A mechanical gear set is located in the sump cavity and a lube tank is located in the lubricant director. There is located within in lube tank either a motor with a pump or an expandable air bladder that is inflatable by an air source. For the lube tank having the motor with the pump, the pump controls the lubricant within the sump cavity. For the lube tank having the expandable air bladder, the air source controls the lubricant within the sump cavity.

Abstract: An assembly for a tire pressure management system includes a housing. The housing includes a first branch and a second branch. The second branch is oriented at an oblique angle with respect to the first branch. The first branch and the second branch are in fluid communication with each other and a main branch. The main branch is rotatable with respect to the first branch. A valve assembly is housed within the first branch. The valve assembly provides selective fluid communication between a portion of the tire pressure management system and the main branch. A pressure relief valve assembly is housed within the second branch. The pressure relief valve assembly provides selective fluid communication between the assembly and the atmosphere.

Abstract: Provided herein is an electric axle assembly including a first motor-generator assembly, a second motor generator assembly, an axle housing, a first axle half shaft drivingly connected to the first motor-generator assembly and a second axle half shaft drivingly connected to the second motor-generator assembly. The first and second motor-generator assemblies each include a motor-generator and a housing and gear carrier portion. The axle housing includes a first axle tube portion, a second axle tube portion, a center portion, and an opening extending through the center portion of the axle housing, wherein the first axle tube portion and the second axle tube portion are disposed on axial opposite sides of the central portion. The first and second half shafts extended into the opening of the axle housing, and the first motor-generator assembly and the second motor-generator assembly are connected to the axle housing assembly.

Abstract: A tire inflation system including a wheel rim having an aperture through the radially exterior and interior surfaces thereof. A wheel valve assembly including a mounting portion coupled with the wheel rim interior surface. The mounting portion having an opening in fluid communication with the wheel rim aperture. A cap portion coupled with the mounting portion, defining a fluid inlet and a perforation in fluid communication. A valve at least partially disposed within the cap portion, and disposed parallel with the longitudinal axis of the wheel rim. A base portion coupled with the cap portion, and at least partially surrounding the valve. A fluid outlet defined by the base portion, and in selective fluid communication with the fluid inlet via the valve. A biasing member disposed at least partially around the valve, whereby the biasing member is compressed in the wheel valve assembly closed position.

Abstract: A tire condition telematics system. The system includes a vehicle having an onboard computer and one or more wheel assemblies with one or more tires with a tire tread. A prediction as to when said tire tread will fall below a minimum tread depth in performed. The prediction is based on an amount of distance said wheel assemblies experience said wheel slip condition, a distance said wheel assemblies drive over said one or more road materials, a distance said wheel assemblies drive in rain and snow, a distance one or more loads are on said vehicle.

Abstract: An assembly for a tire inflation system includes a tire stem. A housing is engaged with a first end of the tire stem. The housing comprises a fluid conduit extending therethrough and a first adapter secured to a second adapter. The second adapter receives the first end of the tire stem and a first end of the first adapter. The first end of the tire stem and the first end of the first adapter abut each other. A valve is disposed in the fluid conduit and positioned within the first adapter. A depressor member is attacked to the first end of the first adapter and provided in the fluid conduit. The depressor member extends away from the valve and toward the tire stem. A seal member is disposed in a groove in the second adapter and provided around an outer surface of the tire stem.

Abstract: A dynamic weight shift suspension system for shifting the tandem axle loads on a vehicle. The system includes a first airbag connected between the drive axle of a tandem and the vehicle frame, and a second airbag connected between a tag axle of a tandem and the vehicle frame. The system also has a mechatronic control unit comprising at least one port and at least one solenoid. The mechatronic control unit is in direct fluid communication with the airbags and an air supply via fluid communication lines.

Abstract: A tandem drive axle mechanical shift assembly including a first shift rail assembly having a first shift rail actuated via a first pneumatic actuator, and a shift fork having a first end coupled with the first shift rail and a second end coupled with an engagement selector. A second shift rail assembly having a second shift rail actuated via a second pneumatic actuator, and a second shift fork having a first end coupled with the second shift rail and a second end coupled with an inter-axle differential lock-up clutch. First and second primary valves in fluid communication with a reservoir, and a secondary valve in fluid communication with the reservoir and in selective fluid communication with the second pneumatic actuator. A first actuation valve operated by the first shift rail and in selective fluid communication with the first and second primary valves, and the first and second pneumatic actuators.

Abstract: A valve assembly for a tire pressure management system includes a housing having a first perforation and a second perforation. The first perforation is selectively in fluid communication with the second perforation. A shuttle assembly is provided in the housing. A failsafe piston is connected to the shuttle assembly. A first biasing member applies a bias to the failsafe piston. A second biasing member applies a bias to the shuttle assembly. When a pressure differential between a pressure in the second perforation and a pressure in the first perforation is at or below a predetermined value, the bias applied by the first biasing member urges the failsafe piston toward the shuttle assembly to prevent fluid communication between the first perforation and the second perforation.

Abstract: An input arrangement for a drive axle system and a drive axle system are provided. The input arrangement comprises a splined sleeve and an input shaft. The splined sleeve has a first end drivingly engaged with a portion of a driveshaft and a second end which defines a splined recess. The input shaft has a first splined portion on an end of the input shaft. The first splined portion is complimentary to and axially slidably engageable with the splined recess of the splined sleeve. The input arrangement for a drive axle drive system eliminates a need for a companion flange, reduces a weight of the drive axle system, and reduces noise, vibration and harshness.

Abstract: An assembly for a central tire inflation system includes a first housing having a first end and a hose member provided in the first end. A valve assembly is in fluid communication with the hose member via the first housing. The valve assembly includes a second housing and a valve positioned within the second housing. The second housing includes a base portion which comprises a lower wall portion. The valve is biased towards the lower wall portion by a biasing member to open the valve assembly.

Abstract: A self-lubricating king pin joint system has a bushing within a knuckle, with a hollow king pin positioned through a center of the bushing, thereby forming a king pin joint between the bushing and the king pin. A controllable spring is positioned in and near the center of the hollow interior of the king pin, where upper and lower pistons are positioned on opposite ends of the spring. An upper volume of lubricant is placed on the upper side of the upper piston and a lower volume of lubricant is placed on the lower side of the lower piston. A drive mechanism separately controls an extension of the spring in both upper and lower axial directions, so as to individually extend each piston to self-meter lubricant over time/miles and at prescribed intervals. Thereby, each piston separately lubricates respective portions of the king pin joint.

Abstract: A multi-speed transmission including an electric motor having a hollow rotor shaft disposed in an axle housing, a first planetary gear set, a second a planetary gear set, a third planetary gear set. The first planetary gear set is drivingly connected to the rotor shaft and a first transfer shaft. The second planetary gear set is drivingly connected to the first transfer shaft and a second transfer shaft and has ring gear selectively fixed to the axle housing. The third planetary gear set is drivingly connected to the first transfer shaft and an output gear and has a ring gear rotationally fixed to the axle housing. Clutches are selectively engaged to rotationally fix the ring gears to the axle housing. The rotor shaft and first transfer shaft are coaxially with respect to each other and axle half shafts of a transaxle.

Abstract: An electric vehicle comprising a portal axle architecture. The electric vehicle having a frame. An axle assembly including a De Dion tube. A first wheel hub and a second wheel hub rotatably coupled with the De Dion tube. A suspension system coupled with the vehicle frame, the suspension system having at least one pair of trailing arms pivotally coupled with the vehicle frame and at least one pair of air springs. A first electric drive assembly in driving engagement with the first wheel hub, and a second electric drive assembly in driving engagement with the second wheel hub.

Abstract: A non-driven axle for a vehicle or a trailer is provided. The non-driven axle includes a first arm portion, a second arm portion, and a central portion. The first arm portion is for rotatably mounting a first wheel hub. The second arm portion is for rotatably mounting a second wheel hub. The second arm portion is on an axial end of the central portion opposite the first arm portion. The central portion is between the first arm portion and the second arm portion and may be substantially arch-shaped or substantially ring-shaped. The substantially arch-shaped central portion includes a main portion and a radially inner portion. The substantially ring-shaped central portion includes a main portion and an inner portion. The non-driven axle reduces a weight of a vehicle or trailer while capable of being lifted without interfering with an operation of a drive axle.