Abstract: An assembly by which to effect incremental adjustments to the end play, or preloading, to a bearing set. Relatively rotatable first and second thrust rings have contiguously juxtaposed and interacting ramp surfaces. Interposed between the first and second thrust rings is an indexing spring that provides incremental adjustment of the first thrust ring with respect to the second thrust ring. A plurality of indexing pawls formed on the indexing spring interacts with a plurality of indexing teeth formed on one of the thrust rings. The second thrust ring is selectively rotatable with respect to the first thrust ring to effect axial translation of the first thrust ring by virtue of the interaction between said opposed, contiguously juxtaposed ramp surfaces. The indexing pawls preclude reverse relative rotation of the thrust plates.

Abstract: A motor vehicle interaxle differential including a bevel gear design and utilizing an interaxle differential housing having a one-piece construction. A splined input shaft extending from the motor vehicle transmission mates with the inside diameter of a splined trunnion on the interaxle differential housing to provide input torque. The interior of the interaxle differential housing includes four (4) substantially flat thrust surfaces for support of left and right side gears and first and second pinion mate gears. The first pinion mate gear and the second pinion mate gear are retained in the interaxle differential housing by stub shafts which are threaded into the interaxle differential housing wall. The stub shaft design includes a shoulder to provide controlled perpendicularity and torque retention and a recessed socket head to facilitate installation. A housing endcap is utilized for sealing and supporting the interaxle differential housing bearing and the input shaft.

Abstract: A differential gear assembly has a friction clutch for variably restricting differential action. A simple hydraulic piston mechanism is used to amplify the axial force generated by the electric coil and mechanical ball ramp mechanism. The hydraulic system consists of an annular primary piston in contact with the clutch pack, and a multiple set of secondary pistons are attached to the unrestrained ball ramp race. Hydraulic fluid fills the cavity between the primary and secondary pistons. This system provides force multiplication proportional to the surface areas of the respective piston faces.

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: A novel arrangement of a hydraulic actuator assembly is disclosed. The hydraulic actuator assembly comprises a bi-directional electric motor driving a drive screw. A shaft coupler is threaded onto the drive screw. The shaft coupler is splined to a stationary coupler retainer to prevent rotational movement thereof. The shaft coupler is connected to a hydraulic piston slidably mounted within a pressure chamber by a compression spring. The spring functions both as a damper and as accumulator in a hydraulic system to help stabilize hydraulic pressure. An electrical control system for the hydraulic actuator comprises a high-pressure cutoff switch, a low-pressure cutoff switch, and a control switch. The control switch is adapted for activating the hydraulic actuator assembly and selecting desired operation mode.

Abstract: An integrated wheel end assembly for a vehicle including a wheel hub, a stub shaft, a torque flange and a bi-directional overrunning clutch member is configured such that the clutch automatically acts as a hub lock. The wheel hub is drivingly engaged to a drive flange mounted at an inboard end thereof. An outer circumference of the drive flange has a plurality of external teeth spaced evenly therearound. An outboard end of the stub shaft is rotatingly supported in the wheel hub and an inboard end thereof defines a housing for a CV joint. This CV housing and the drive flange are positioned axially adjacent to each other. The bi-directional overrunning clutch member comprises two clutch plates, one drivingly connected to the CV housing and the other drivingly connected to the drive flange. In a first configuration the clutch plates are disengaged such that the rotating CV housing causes only the corresponding clutch plate to rotate and no drive torque is transferred from the half shaft to the wheel hub.

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: Motor vehicle wheel end assembly with hub lock which includes a wheel bearing and hub assembly attached to a knuckle, shown as a steering knuckle, but not required, pursuant to standard industry practice. A hub trunnion is extended inwardly beyond a wheel bearing cone, is grooved to accept a snap ring retainer and is splined to receive an adapter flange. A constant velocity (CV) joint stub shaft is piloted and retained within a bore in the hub trunnion by utilizing ball bearings and a retaining ring. The outside diameter of the constant velocity (CV) joint body is splined to match the outside diameter of the adapter flange. A locking collar with internal spline teeth is piloted on the constant velocity (CV) joint body and is movable laterally to selectively engage, or not engage, with the adapter flange outside diameter splines. When engaged, torque can be transmitted from the constant velocity (CV) joint to the wheel hub.

Abstract: A motor vehicle torque transfer case with integral constant velocity (CV) joint including a constant velocity (CV) bell, a chain sprocket, a speed sensor tone wheel, a chain sprocket splined to the chain sprocket spindle, two (2) support bearings, a single seal, a constant velocity (CV) inner race and cage assembly, a front output shaft, and a constant velocity (CV) boot. The constant velocity (CV) bell, the chain sprocket spindle and the speed tone wheel are preferably of one-piece construction. The constant velocity (CV) joint is preferably of a double offset plunging design, although other designs for the constant velocity (CV) joint could be utilized if desired. The spline connecting the chain sprocket to the chain sprocket spindle is preferably a slip fit and a drawn cup needle roller bearing is pressed into the torque transfer case housing.

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 central tire inflation system for live spindle wheel ends is disclosed. The live spindle wheel end provides a passage for the routing of air between a central source and a vehicle pneumatic tire. The live spindle wheel end comprises a steering knuckle fixed to a vehicle, a bearing assembly secured to the steering knuckle, and a rotatable spindle mounted within the bearing assembly, driven by a drive shaft of a vehicle transmission. A rubbing slip-ring seal is mounted into a flange portion of the steering knuckle provided a seal chamber between a flange portion of the knuckle and a flange portion of the drive shaft, sealing an air passage between the stationary knuckle and the drive shaft. A communication passage is formed through the drive shaft providing a fluid communication between the seal chamber and the pneumatic tire.

Abstract: A bi-directional overrunning clutch assembly which can be used for example, in a powertrain design including a transfer case with front & rear outputs mechanically connected (no differential or in-line torque coupling), a primary axle of conventional design, and a secondary axle assembly with a unique differential assembly of which the bidirectional overrunning clutch assembly is a component thereof. The unique differential assembly utilizes two one-way bidirectional clutch assemblies which provide for axle shaft differentiation while turning, include speed-sensing limited-slip capability, and eliminate the necessity for an interaxle differential or in-line torque coupling device in the transfer case. Each clutch assembly includes two sets of struts. Each set of struts is used to transmit torque in one direction. A laterally sliding decoupler is utilized to control which set of struts is functional. The decoupler moves only when the one-way clutch rotating direction is reversed.

Abstract: Motor vehicle wheel end assembly for a driving and steering axle of a motor vehicle including a constant velocity (CV) joint having an outside member or race which acts as a spindle and incorporates an outside diameter mounted bearing assembly which is retained by a snap ring in an outwardly extending snap ring groove located in a bore extending through the steering knuckle such that the outside diameter of the outside member or race of the constant velocity (CV) joint provides a pilot for a hub flange mounting member and a hub flange including a wheel on which the motor vehicle tire is mounted which is rotationally coupled to the hub flange mounting member.

Abstract: The present invention relates to a wheel end assembly wherein the constant velocity universal joint, the spindle, and the wheel flange are combined into an integral unit that is easy to install and service. The wheel end assembly comprises a steering knuckle including a bore, and a CV joint having an inner race coupled for rotation with an axle shaft. The CV joint includes an integral spindle supported for rotation within the bore of the steering knuckle by removable bearing assemblies. A wheel mounting flange is also formed integrally with the spindle and allows piloting of a non-offset brake rotor thereto. The wheel end assembly is less complex, lighter weight, and less expensive to manufacture. The arrangement also allows easier service and preload adjustment of the bearing assemblies.

Abstract: Method and structure for camber and caster adjustment in a motor vehicle wheel end assembly for a steerable axle where an upper arm extension member is attached to an upper arm portion of a tube yoke for the steerable axle by removable fasteners. Shims are added and/or removed between the upper arm extension member and the upper arm of the tube portion yoke to permit camber adjustment and oversized holes are provided in the upper arm portion of the tube yoke to permit caster adjustment. Such a design provides for adjustment of both camber and caster and eliminates the common problem of preloaded ball joints attributable, at least in part, to tube yoke and steering knuckle dimensional differences inherent in commonly utilized manufacturing processes.

Abstract: The present invention relates to a one piece, four pinion mate differential gear assembly. The first pair of pinions are rotationally supported on a cross pin that contains a cross bore formed through the central area. A pair of hollow pinion support sleeves are located on opposite sides of the cross bore, seated on the cross pin. The second pair of pinion mates are rotationally supported on the hollow sleeves while retainer plates are also engaged with the outer end of each sleeve to retain each pinion thereon. A cross bolt is inserted through the sleeves, the cross bore, and the retainer plates to retain all of the components in position. The retainer plates seat on the differential case to provide additional support to the gear assembly and to receive torque from the differential case so that stress is not concentrated at the intersection of the cross pin and cross bolt.

Abstract: A differential gear assembly comprising a rotatable case, a spider having at least one shaft mounted on the case for rotation therewith, a pinion gear rotatably mounted on the shaft and a thrustwasher non-rotatably mounted on the shaft and disposed between the pinion gear and the case. The thrustwasher includes an outer, arcuate side disposed in opposition with the casing and an inner, substantially flat side disposed in opposition with an outward side of the pinion gear. The thrustwasher includes a central opening for accepting the shaft and substantially flat surfaces forming a portion of the opening and cooperating with longitudinally extending flats formed on the shaft for preventing rotation of the thrustwasher relative to the shaft. The thrustwasher is preferably made of powdered metal and includes lubrication channels which cooperate with lubrication passages formed in the shaft so as to permit the flow of lubricant from the shaft across the outward side of the pinion gear.

Abstract: An internal disconnect mechanism for a planetary gear differential permits operation in either an engaged mode, wherein a driving connection is provided therethrough, and in a disengaged mode, wherein no driving connection is provided. The differential includes a case which is rotatable about an axis having first and second spur gears disposed therein, each adapted to be connected to an output shaft for rotation therewith. A first plurality of planetary gears mounted for rotation within the case mesh with the first spur gear and are axially immovable. A second plurality of planetary gears mounted for rotation within the case mesh with the second spur gear. Unlike the first planetary gears, however, the second planetary gears are axially movable between engaged and disengaged positions. In the engaged position, each of the second planetary gears meshes with a corresponding one of the first planetary gears. Thus, the differential functions in a normal manner.

Abstract: A front axle drive assembly is disclosed which requires less lateral distance than known prior art assemblies. The drive is preferably for use in four wheel drive vehicles having an offset differential case. In such systems, the differential case is offset toward one side from the vehicle center line to accommodate the engine at the center line. An axle half on the offset side thus has reduced lateral space. The invention includes the use of a planetary system, requiring relatively little lateral space to split torque toward the two front wheels, thus providing additional lateral space for the axle half on the offset side. A constant velocity universal joint mounted between the planetary drive and the offset side axle half is received within the differential case. The lateral space savings resulting from the use of the planetary system allows the offset side axle half to be longer, providing benefits to the vehicle suspension system.

Abstract: A vehicle two speed axle system can be voice-actuated by the vehicle operator. The two speed axle system includes a hydraulically actuated two speed axle unit having a solenoid-actuated control valve. A microphone is utilized to receive spoken commands from the operator which are recognized by a voice recognition and synthesis unit for controlling the system. A speaker is also provided for generating spoken messages representing conditions recognized by the system. The system includes a unique training program which is utilized initially to store voice template signals corresponding to the selected vocal instructions required to operate the system. The training program utilizes the voice synthesizer for prompting the operator through the training program.