Abstract: A wheel end assembly includes a first shaft supported on a knuckle secured to a vehicle frame, including first clutch teeth, a second shaft secured to the halfshaft, a coil, and a collar rotatably secured to the second shaft, axially displaceable relative to the first shaft, including second clutch teeth that alternately engage the first clutch teeth due to an electromagnetic field produced by energizing the coil and disengage from the first clutch teeth.

Abstract: A clutch mechanism includes a gear including clutch teeth, a housing having axial holes, including displaceable pins, each pin fitted in one of the holes, and a plate of forged powdered metal, the plate including second teeth, axial displacement of the pins causing axial displacement of the plate relative to the gear and the housing, and engagement of the second teeth with the clutch teeth.

Abstract: A method for controlling wheel hop at a vehicle axle includes determining that one of a difference between average front and rear wheel speeds exceeds a reference difference, a frequency of a signal produced by an accelerometer mounted on the axle exceeds a reference frequency, and a frequency of a lock ring torque exceeds a second reference frequency; pulsing pressure in the wheel brakes of the axle; and reducing engine torque.

Abstract: A method for controlling a locking differential of a motor vehicle includes locking the differential, if vehicle speed is less than a reference speed, and a wheel speed differential due to wheel slip is greater than a reference speed; and unlocking the differential and preventing its engagement, if vehicle speed is greater than the reference speed, and said wheel speed differential is less than a reference speed.

Abstract: A clutch mechanism includes a coil of wire for producing an electromagnetic field, a locking ring secured against rotation within a case or housing, a gear engageable with the locking ring, and a lever that pivots in response to the electromagnetic field produced by energizing the coil causing the locking ring to engage the gear and hold the gear against rotation.

Abstract: A wheel end assembly includes a first shaft supported on a knuckle secured to a vehicle frame, including first clutch teeth, a second shaft secured to the halfshaft, a coil, and a collar rotatably secured to the second shaft, axially displaceable relative to the first shaft, including second clutch teeth that alternately engage the first clutch teeth due to an electromagnetic field produced by energizing the coil and disengage from the first clutch teeth.

Abstract: A clutch mechanism includes a gear including clutch teeth, a housing having axial holes, including displaceable pins, each pin fitted in one of the holes, and a plate of forged powdered metal, the plate including second teeth, axial displacement of the pins causing axial displacement of the plate relative to the gear and the housing, and engagement of the second teeth with the clutch teeth.

Abstract: A clutch mechanism includes a coil of wire for producing an electromagnetic field, a locking ring secured against rotation within a case or housing, a gear engageable with the locking ring, and a lever that pivots in response to the electromagnetic field produced by energizing the coil causing the locking ring to engage the gear and hold the gear against rotation.

Abstract: A differential mechanism includes a case, a gear rotatable about an axis, a lock ring held against rotation relative to the case, a lever contacting the lock ring, and an electromagnetic coil that is displaced axially when energized, pivoting the lever, engaging the lock ring with the side gear, and preventing the gear from rotating relative to the case.

Abstract: A method for controlling wheel hop at a vehicle axle includes determining that one of a difference between average front and rear wheel speeds exceeds a reference difference, a frequency of a signal produced by an accelerometer mounted on the axle exceeds a reference frequency, and a frequency of a lock ring torque exceeds a second reference frequency; pulsing pressure in the wheel brakes of the axle; and reducing engine torque.

Abstract: A method for controlling a locking differential includes determining a temperature-dependent reference voltage at which a coil locks the differentia, determining an electric potential of a battery, using the battery to energize the coil and lock the differential, if the electric potential is equal to or greater than the reference voltage for a current temperature, and maintaining the differential unlocked, if the electric potential is less than the reference voltage.

Abstract: A method for controlling a locking differential for a vehicle includes using a coil to unlock the differential, if the vehicle stops for a period whose length is equal to or greater than a reference length, and using the coil to lock the differential, if the vehicle is moving or stopped for less than the reference length.

Abstract: A differential mechanism includes a case, a gear rotatable about an axis, a lock ring held against rotation relative to the case, a lever contacting the lock ring, and an electromagnetic coil that is displaced axially when energized, pivoting the lever, engaging the lock ring with the side gear, and preventing the gear from rotating relative to the case.

Abstract: A method for controlling a locking differential of a motor vehicle includes locking the differential, if vehicle speed is less than a reference speed, and a wheel speed differential due to wheel slip is greater than a reference speed; and unlocking the differential and preventing its engagement, if vehicle speed is greater than the reference speed, and said wheel speed differential is less than a reference speed.

Abstract: A method for controlling a locking differential for a vehicle includes using a coil to unlock the differential, if the vehicle stops for a period whose length is equal to or greater than a reference length, and using the coil to lock the differential, if the vehicle is moving or stopped for less than the reference length.

Abstract: A method for controlling a locking differential includes determining a temperature-dependent reference voltage at which a coil locks the differentia, determining an electric potential of a battery, using the battery to energize the coil and lock the differential, if the electric potential is equal to or greater than the reference voltage for a current temperature, and maintaining the differential unlocked, if the electric potential is less than the reference voltage.

Abstract: The present invention involves a steer-by-wire actuating system and method of actuating road wheels of a vehicle with the steer-by-wire actuating system. The system includes a steering linkage assembly including an input shaft, an output shaft, and a gear unit linking the input shaft and the output shaft for linear movement of the output shaft to rotate the road wheels of the vehicle. The system further comprises a microcontroller for controlling an actuation strategy including normal and fault detection modes. The microcontroller is configured to receive a steering signal indicative of steering input at a steering interface. The system further includes first and second power electronic drivers in electrical communication with the microcontroller for electric power supply. The system further includes a first motor and a second motor for simultaneous operation with the steer-by-wire steering device.

Abstract: The present invention involves a steer-by-wire actuating system and method of actuating road wheels of a vehicle with the steer-by-wire actuating system. The system includes a steering linkage assembly including an input shaft, an output shaft, and a gear unit linking the input shaft and the output shaft for linear movement of the output shaft to rotate the road wheels of the vehicle. The system further comprises a microcontroller for controlling an actuation strategy including normal and fault detection modes. The microcontroller is configured to receive a steering signal indicative of steering input at a steering interface. The system further includes first and second power electronic drivers in electrical communication with the microcontroller for electric power supply. The system further includes a first motor and a second motor for simultaneous operation with the steer-by-wire steering device.

Abstract: A steer-by-wire system of the preferred embodiment of the invention includes a steering sensor, a turning subsystem, a vehicle sensor, and a controller subsystem. The turning subsystem further includes a first turning actuator to adjust a turning angle of a first road wheel, a first turning sensor to sense first turning factors of the first turning actuator, a second turning actuator to adjust a turning angle of a second road wheel, and a second turning sensor to sense second turning factors of the second turning actuator. The controller subsystem is connected to the steering sensor, to the first turning sensor, to the second turning sensor, and to the vehicle sensor. The control subsystem independently controls the first turning actuator and the second turning actuator.

Abstract: A steer-by-wire system of the preferred embodiment of the invention includes a steering subsystem, a turning subsystem, and a controller subsystem. The steering subsystem further includes a steering sensor to sense steering factors of a steering input, and a steering actuator to generate a steering feedback. The turning subsystem further includes a turning actuator to adjust a turning angle of a road wheel of the vehicle, and a turning sensor to sense turning factors of the turning actuator. The controller subsystem is connected to the steering sensor and to the turning sensor and controls the turning actuator and the steering actuator.