Abstract: An axle assembly having a wheel end disconnect and a method of control. The axle assembly may include a friction clutch and a locking clutch that may be received in a hub assembly. The friction clutch may be moveable between an engaged position and a disengaged position. The locking clutch may be moveable between a locked position and an unlocked position and may actuate the friction clutch to the disengaged position.

Abstract: An axle assembly having a wheel end disconnect and a method of control. The axle assembly may include a friction clutch and a locking clutch that may be received in a hub assembly. The friction clutch may be moveable between an engaged position and a disengaged position. The locking clutch may be moveable between a locked position and an unlocked position and may actuate the friction clutch to the disengaged position.

Abstract: An axle shaft is fabricated from two separate pieces. The axle shaft is comprised of an axle shaft body having a forged initial flange portion formed at one end. An axle shaft flange, fabricated by stamping or casting for example, is secured to the forged initial flange portion at a weld interface to form a finished axle shaft.

Abstract: A differential includes first and second case members that are attached to each other to define an inner cavity that receives a differential gear assembly. A first tapered roller bearing is associated with the first case member and a second tapered roller bearing is associated with the second case member. One of the first and second tapered roller bearings is inverted such that a defining taper diverges towards the differential gear assembly. The other of the first and second tapered roller bearings is non-inverted with a defining taper diverging in a direction that faces away from the differential gear assembly.

Abstract: An axle shaft is fabricated from two separate pieces. The axle shaft is comprised of an axle shaft body having a forged initial flange portion formed at one end. An axle shaft flange, fabricated by stamping or casting for example, is secured to the forged initial flange portion at a weld interface to form a finished axle shaft.

Abstract: An axle assembly includes an upper and lower housing joined to form a chamber for a differential gear assembly. The upper and lower housings are fabricated by a method including the steps of forming the upper housing from a first sheet of material and forming the lower housing from a second sheet of material. The upper housing includes an opening for the differential gear assembly and the lower housing includes a bowl portion disposed opposite the opening. The upper and lower housings are joined by a weld to from the axle housing. The lower housing includes leg portions that form a single unified structure with the bowl portion to improve structural rigidity and simplify assembly.

Abstract: A differential includes first and second case members that are attached to each other to define an inner cavity that receives a differential gear assembly. A first tapered roller bearing is associated with the first case member and a second tapered roller bearing is associated with the second case member. One of the first and second tapered roller bearings is inverted such that a defining taper diverges towards the differential gear assembly. The other of the first and second tapered roller bearings is non-inverted with a defining taper diverging in a direction that faces away from the differential gear assembly.

Abstract: An axle assembly includes an upper and lower housing joined to form a chamber for a differential gear assembly. The upper and lower housings are fabricated by a method including the steps of forming the upper housing from a first sheet of material and forming the lower housing from a second sheet of material. The upper housing includes an opening for the differential gear assembly and the lower housing includes a bowl portion disposed opposite the opening. The upper and lower housings are joined by a weld to from the axle housing. The lower housing includes leg portions that form a single unified structure with the bowl portion to improve structural rigidity and simplify assembly.

Abstract: A refrigerant fluid is placed within a driveline component, and in particular an axle housing. This refrigerant fluid is received within a sealed reservoir such that it is sealed from the typical lubricant in the driveline component. The lubricant heats the refrigerant through a housing such that the refrigerant vaporizes within the driveline component housing, thus cooling the lubricant. The vaporized refrigerant travels to a cooling chamber mounted remotely from the reservoir. The cooled refrigerant is cooled to a liquid state, and then returned to the reservoir. Preferably the cooling chamber is positioned on the vehicle frame vertically above the driveline component.

Abstract: A distributed propulsion system is provided for a multi-unit articulated road train. The distributed propulsion system includes a tractor having a first propulsion system for propelling the tractor. A trailer is secured to the tractor at an articulated joint, such as a fifth wheel or draw bar connection. The tractor has a second propulsion system for substantially propelling the trailer. A load sensor for detecting a load between the tractor and the trailer, preferably the tensile load, is associated with the articulated joint. The load sensor produces a load signal. An input device produces a request signal for actuating the second propulsion system. An electronic control mechanism is electrically connected to the input device and the load sensor for coordinating the various sensors and inputs. The control mechanism commands the second propulsion system in response to the load signal and the request signal such that the trailer is propelled in a controlled manner relative to the tractor.

Abstract: A method and system for optimizing performance of vehicle control systems based on the dynamics of the specific vehicle include a sensor for sensing a predetermined parameter associated with any one of the vehicle control systems during a predetermined trigger event. A control logic determines a critical vibration mode characteristic for the vehicle control system based on the sensed parameter and operates the vehicle control system based on the determined critical vibration mode characteristic.

Abstract: An device for controlling a level of lubricant in a gear housing of an automotive vehicle that has a sealed interior portion containing lubricant. A gear is rotatably mounted in the housing and rotates through the lubricant. The housing includes at least one wall secured to a bottom portion of the sealed interior portion. The wall defines a first and second space wherein the gear rotates in the first space and displaces the lubricant over the wall into the second space as the gear rotates at high speeds. The wall has an opening of a predetermined size that allows the lubricant to flow back into the first space at a rate greater than the displacement rate at low speeds and less than the displacement rate at high speeds. The gear and housing may be an axle housing, a transmission or other gears and housings.

Abstract: Systems are provided which retard rotation of a driveline at times associated with an engine firing pulse from an engine driving the driveline to reduce torque peaks. In one system, a control monitors rotation of a drive shaft, to provide an indication of when an engine firing pulse should occur. The control selectively closes a switch to power a coil such that the coil retards rotation of the driveline, and generates electricity for use elsewhere. In a second embodiment, circumferentially spaced magnets are mounted on a driveline and move past a coil at a selected circumferential location. The coil resists the rotation of the shaft, retarding torque peaks. The embodiments thus reduce or eliminate imbalances in rotation of the shaft due to engine firing pulses.

Abstract: An improved method of removing heat from a lubricant in an axle housing includes the use of a deflector in the axle housing. The deflector is positioned on a cover secured to the housing bowl. Lubricant is thrown against the deflector by a ring gear in the bowl. The lubricant is directed by the deflector outwardly to the axle ends of the axle assembly. In this way, the lubricant is exposed to a greater surface area, and the cooling efficiency of this system is greatly improved.

Abstract: An isolator to prevent transmitted vibrations includes a ring which fits within a shaft opening of a housing. A bearing is received within the isolator and a shaft is received within the bearing. The vibrations are decoupled from a vibration transmission path by the different material of the isolator. The isolator is preferably manufactured of a rigid laminate material dissimilar to the housing material. Another embodiment of the present invention integrates the isolator directly into the bearing assembly. By manufacturing the outer member of the bearing assembly of the laminated material, the outer member similarly breaks the transmission path of vibrations without the need of the additional member. Noise is thereby substantially prevented from reaching, and from being amplified by, the housing. This greatly reduces the resulting noise and vibration.