Abstract: A tandem wheel assembly or kit has a housing that includes a central chain box, a first wheel end casing, and a second wheel end casing. The central chain box has an internal volume extending between a first box end and a second box end, a unitary pivot portion having a box opening disposed about a pivot axis, a first box flange with a first box flange face and a second box flange with a second box flange face. The first wheel end casing has a first wheel end flange with a first wheel end flange face mateable with the first box flange face, a first wheel end opening, and defines a first length. The second wheel end casing has a second wheel end flange with a second wheel end flange face mateable with the second box flange face, a second wheel end opening, and defines a second length.

Abstract: A vehicle includes a center differential device and an air pressure controller. The center differential device includes a first output shaft coupled to front wheels and a second output shaft coupled to rear wheels. The center differential device is configured to perform differential operation between the first output shaft and the second output shaft and to limit the differential operation between the first output shaft and the second output shaft. The air pressure controller is configured to control air pressure of one or more tires of the front wheels and the rear wheels such that an average rotational speed of the front wheels and an average rotational speed of the rear wheels are equal to each other.

Abstract: A pinion shaft assembly facilitates assembly of an automotive differential. An angular contact double row ball bearing is assembled to an outer surface of a hollow pinion shaft. An axial pre-load is established and maintained by orbitally forming an outwardly turned portion of the hollow pinion shaft. In some embodiments, the two inner rings are assembled to the pinion shaft. In other embodiments, a raceway may be formed directly on an outer surface of the pinion shaft to eliminate one of the inner rings. The pinion shaft includes a spline, such as an axial spline or a face spline, for fixation to a driveshaft.

Abstract: A method of controlling an axle assembly. At least one wheel hub may be operatively connected to a differential assembly having a ring gear when the ring gear does not receive torque from a torque source. Torque from the wheel hub may rotate the ring gear and the ring gear may provide splash lubrication.

Abstract: A drivetrain assembly for a motor vehicle such as a tractor-trailer rig wherein the drivetrain assembly includes a transmission and a rear end differential that have gearing operable to lower the operational engine RPM's of the vehicle. The transmission of the present invention includes a gearing ratio having a stepped percentage difference intermediate each gear. The final gear ratio of the transmission ranges between 0.47 to 1 and 0.63 to 1. A rear end gear ratio is present within the range of 3.08 to 1 to 3.90 to 1. The rear end gear ratio is approximately five and a half to six and a half greater than the ratio of the final gear of the transmission. The engine RPM's of the vehicle are at a lower RPM when the transmission is in its final gear or speed resulting in less fuel injection cycles and improved fuel economy.

Abstract: A transfer case includes a housing, along with an input shaft, a primary output shaft, a secondary output shaft, and a secondary torque transfer mechanism, each disposed at least partially within the housing. The input shaft is configured to couple to the primary output shaft to transfer torque thereto. The secondary torque transfer mechanism includes a rotating member coupled to the secondary output shaft and a locking mechanism. The locking mechanism includes a locking ring, a fork member engaging the locking ring, and a slide shaft coupled to the fork member and configured to slide the locking ring to positively couple the primary output shaft to the rotating member to transfer torque to the secondary output shaft. The housing includes an aperture axially configured to receive an elongated tool configured to be rotated manually external to the housing for engaging and moving the slide shaft to the second position.

Abstract: A drive axle assembly includes a differential assembly, a wheel hub assembly, an axle shaft, and an actuator mechanism. The actuator mechanism is adapted to move the axle shaft between a first axial position in which the axle shaft is engaged with the wheel hub assembly, and a second axial position in which the axle shaft is disengaged from the wheel hub assembly.

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: Some embodiments are directed to a pinion shaft assembly of a power transfer unit for transferring torque from an output gear of a transmission to a driveline structure of a vehicle. The embodiments include a hollow shaft that includes an internal splined portion, a pinion gear connected to a first end of the hollow shaft, and a coupling member that includes a flange and a coupling extension extending from the flange. The coupling extension includes an external splined portion at a first end such that the coupling extension mounts coaxially within the hollow shaft. The internal splined portion of the hollow shaft meshes with the external spline portion of the coupling extension in a spline connection for coupled rotation of the hollow shaft and the coupling extension, and the flange is disposed external to the hollow shaft and configured to be connected to the driveline structure.

Abstract: A differential device is provided with an outer case receiving torque; a differential gear set so geared as to allow differential motion between first and second axles; a clutch including an inner case supporting the differential gear set, and a clutch ring drivingly engaged with the outer case to transmit the torque from the outer case and axially movable to disconnectably connect with the inner case, the clutch ring having an end section led out of the outer case; a first spring creating a repulsive force in a disconnecting direction; a second spring creating a repulsive force in a connecting direction; and an actuator including a plunger so disposed as to exert a thrust force axially on the end section of the clutch ring, and a solenoid driving the plunger in a direction to make the clutch ring disconnect from or connect with the inner case.

Abstract: A drive axle system including a first axle assembly having an input shaft in driving engagement with an under-drive arrangement, an inter-axle differential in driving engagement with the under-drive arrangement, a through drive shaft in driving engagement with the inter-axle differential, a first axle drive pinion in driving engagement with the inter-axle differential, and a first axle differential arrangement including a first axle ring gear in driving engagement with the inter-axle differential through the first axle drive pinion. The drive axle system further includes the second axle assembly in driving engagement with the through drive shaft. The second axle assembly includes a second axle drive pinion drivingly engaged with the through drive shaft and meshingly engaged with a second axle ring gear of a second axle differential arrangement. The under-drive arrangement is configured to reduce a drive ratio of the first axle assembly and the second axle assembly.

Abstract: An axle arrangement for a working machine with at least one drive-through axle. The drive-through axle comprises a crown bevel gear (111), a pinion gear (112) and an output shaft (104) for driving a further axle. The crown bevel gear (111), the pinion gear (112) and the output shaft (104) are surrounded by a housing (103) and the output shaft (104) is arranged coaxially with the pinion gear (112).

Abstract: A motor vehicle having: a prime mover; first and second groups of one or more wheels; and a driveline to connect the prime mover to the first and second groups of wheels such that the first group of one or more wheels is driven by the prime mover when the driveline is in a first mode of operation and the second group of one or more wheels is additionally driven by the prime mover when the driveline is in a second mode of operation, the driveline including an auxiliary driveline comprising releasable torque transmitting means operable to connect the second group of one or more wheels to the prime mover when the driveline transitions between the first mode and the second mode, wherein when in the first mode the driveline is operable to transition to the second mode responsive to an output of a reactive evaluator and a predictive evaluator.

Abstract: An industrial gear mechanism with a bevel gear stage having a-bevel gear and a bevel pinion in engagement therewith. The bevel gear and the bevel pinion are surrounded by a gear mechanism housing having bearing seats for a bevel gear shaft and a bevel pinion shaft. A first and a second bevel pinion shaft bearing are arranged in an O-arrangement, with the first bevel pinion shaft bearing arranged on a first end of the bevel pinion shaft facing the bevel pinion and the second bevel pinion shaft bearing arranged on a second end of the bevel pinion shaft remote from the bevel pinion. A gearwheel of a spur gear stage on the drive side is arranged axially between the first and second bevel pinion shaft bearings in fixed rotative connection with the bevel pinion shaft and in engagement with a drive pinion of the spur gear stage.

Abstract: A method of operating a transmission device comprising at least one input shaft and at least two output shafts. Torque that is present at the input shaft can be distributed between the two output shafts with a variable degree of distribution which can be changed according to the operating state depending on a transmission capability of at least one shift element. When a request to set a predefined degree of distribution is received, a mechanical self-locking torque of the transmission device—which influences the degree of distribution between the output shafts and is dependent upon the torque present at the input shaft—is determined, and a difference between the mechanical self-locking torque and a target overall locking torque of the transmission device that is equivalent to the required degree of distribution is determined. The transmission capability of the at least one shift element is set depending on this difference.

Abstract: A drive axle assembly that may include an input shaft, an intermediate shaft, an output shaft, and an actuator unit. The actuator unit may move the intermediate shaft between a first position in which the intermediate shaft transmits torque to the output shaft and a second position in which the intermediate shaft does not transmit torque to the output shaft.

Abstract: A tandem power train assembly including an input member, a tandem output assembly, and an oscillation joint assembly drivingly coupled to the input member. The oscillation joint assembly is structured and arranged to drivably transmit rotation to the tandem output assembly through the oscillation joint. The oscillation joint includes an inboard bearing defining a first frustoconical ring having a first bearing surface disposed thereon and an outboard bearing defining a second frustoconical ring having a second bearing surface disposed thereon with the inboard bearing and outboard bearing structured and arranged to rotatably support the tandem output assembly.

Abstract: A vehicle is disclosed. The vehicle may include a base portion and a modular portion. The base portion may be a four wheel vehicle having an operator area with seating for at least two occupants in a side-by-side arrangement. The modular portion may be coupled to the base portion resulting in a six wheel vehicle. The wheels of the modular portion may be powered by an engine of the base portion.

Abstract: A control system for a vehicle having first and second wheels is provided that includes a differential apparatus adapted to distribute torque between the first and second wheels and a traction controller for controlling operation of the differential apparatus from vehicle launch up to a predetermined vehicle speed. The traction controller is configured to engage the differential apparatus in a first operating state according to at least one vehicle operating parameter indicative of a low traction operating condition and to further control engagement of the differential apparatus in a second vehicle operating state during the low traction operating condition according to a difference between an actual vehicle yaw rate and a predetermined target vehicle yaw rate. The control system also includes a stability controller for controlling engagement of the differential apparatus at or above the predetermined vehicle speed.

Abstract: A method of operating an articulated machine includes sensing an articulation angle and a wheel steering angle of the machine, and controlling a locking state of a differential responsive to a steering radius of the machine. An articulated frame wheeled machine is further provided, and includes a front frame unit with a wheel steering apparatus, a back frame unit and an articulation apparatus coupled between the front and back frame units. First and second sensors are operable to sense a wheel steering angle and an articulation angle of the machine, and an electronic control is provided which is configured to selectively lock or unlock a differential of the back frame unit responsive to a steering radius of the machine.

Abstract: A drive axle assembly is provided with a reduced part count and improved alignment. The assembly includes a drive axle housing with input and output shafts and an inter-axle differential that is driven by the input shaft. The inter-axle differential is drivingly coupled to the output shaft and divides power between first and second axles. The output shaft is a unitary member and defines a yoke at one end disposed outside of the drive axle housing and restrained against axial movement within the drive axle housing. A bearing set is disposed between the output shaft and the drive axle housing and includes first and second bearing cones and a unitary bearing cup. The bearing cup includes threads that engage corresponding threads in the drive axle housing.

Abstract: A tandem axle system for vehicle having an optimized inter-axle driveline is depicted and described. The system has a forward drive axle system having a forward pinion gear drivingly connected to a drive side of a forward portion of a forward ring gear. The system also has a rear drive axle system having a rear pinion gear drivingly connected to a drive side of a rear portion of a rear ring gear. An inter-axle driveline connects the forward drive axle system with the rear drive axle system.

Abstract: The present invention relates to an automatic inter-axle differential lock actuation sensing method for a vehicle having a tandem drive axle. The inter-axle differential lock actuation sensing method comprises providing a clutch locking mechanism of an inter-axle differential for a vehicle, the clutch locking mechanism having a first set of teeth in a fixed position and a second set of teeth on a sliding clutch, locating a speed sensor such that when the clutch mechanism is disengaged the sensor measures a speed of the sliding clutch, and when the clutch mechanism is fully engaged the sensor measures zero speed even though the sliding clutch continues to rotate, providing a speed of the vehicle from a vehicle data link, and using the speed sensor-speed and the vehicle speed to determine status of clutch mechanism engagement.

Abstract: An axle disconnect system is provided whereby axles of a tandem or multi-axle vehicle may be easily and quickly engaged and disengaged as required and whereby the ring gear and differential gears remain stationary when the axle is disengaged. In multi-axle vehicles, a dual disconnect mechanism is contained in the front and auxiliary rear axles. When only the primary rear axle is necessary to propel the vehicle (e.g., during highway use) the transfer case interrupts torque to the front axle. Similarly, a clutch also interrupts torque transmission to the auxiliary rear axle. In this mode, the dual disconnect mechanism prevents the axle output shafts from back-driving the differential, thereby reducing parasitic losses and wear.

Abstract: A multi-wheel-driving vehicle including at least three parallel axles each of which is provided on both ends thereof with respective drive wheels and including power dividing means for permitting the rotary speed among the axles, is improved in its effect of braking so that the braking force of fewer brakes is effectively transmitted to all drive wheels of a vehicle according to a simple braking operation by a driver. The power dividing means, for example, a differential gear unit, includes an input member and a pair of output members, like differential side gears, each of which interlocks with at least one of the axles so as to differentially share a driving force received by the input member between the pair of output members.

Abstract: An interaxle differential is provided which includes a side gear, a clutch gear torsionally locked on a first input shaft and axially slidably mounted thereon and an annular piston mounted in a differential casing for urging the clutch gear into engagement with a side gear and a spring to urge the clutch gear to an unlocked position.

Abstract: A multi-wheel-driving vehicle including at least three parallel axles each of which is provided on both ends thereof with respective drive wheels and including power dividing means for permitting the rotary speed among the axles, is improved in its effect of braking so that the braking force of fewer brakes is effectively transmitted to all drive wheels of a vehicle according to a simple braking operation by a driver. The power dividing means, for example, a differential gear unit, includes an input member and a pair of output members, like differential side gears, each of which interlocks with at least one of the axles so as to differentially share a driving force received by the input member between the pair of output members.

Abstract: A vehicle driveline for a multi-axle vehicle includes a through drive axle unit; which is a close-coupled assembly comprising a torque transfer mechanism with an associated differential unit and an axle differential unit. An output shaft of the through drive unit is on substantially the same axis an input pinion to the axle differential unit.

Abstract: A tandem drive axle set includes a forward drive axle and a rear drive axle coupled to the forward drive axle with a connecting driveshaft where input torque is distributed to both the forward and rear drive axles without differential action. The forward drive axle includes a pinion gear that is directly coupled to a forward driveline connector at an outboard end and directly coupled to or integrally formed with through shaft at an inboard end. The through shaft is coupled to the connecting driveshaft at a forward drive axle output. The through shaft and pinion gear are coaxial. The pinion gear includes a head portion and a shaft portion. A bearing set rotatably supports the pinion gear and includes a first bearing located outboard of the head portion and a second bearing located inboard of the head portion.

Abstract: A tandem axle assembly includes a forward drive axle coupled to a rear drive axle with a connecting driveshaft. An inter-axle differential (LAD) located in a carrier assembly for the forward drive axle takes driving input and splits the input between the forward and rear drive axles. The LAD transfers driving force to a ring and pinion gear assembly in the carrier assembly for the forward drive axle and transfers driving force to a thru-shaft that is operably coupled to drive the rear drive axle via the connecting driveshaft. The pinion gear includes a first portion defining a pinion gear head and a second portion defining a hollow pinion support shaft that extends into the IAD. The pinion support shaft applies a thrust load to an IAD bearing via an IAD gear assembly to permit reverse load sharing. The thru-shaft extends through the hollow pinion support shaft such that the thru-shaft and the pinion gear rotate about a common axis.

Abstract: An articulated truck for carrying a load through a plurality of work cycles is disclosed. An embodiment includes a frame assembly, an articulation. joint, a plurality of axles, a plurality of ground engaging devices, an operator compartment, a body, an engine, a transmission and an apparatus for receiving the torque and transferring the torque to a plurality of drive shafts. The apparatus includes a plurality of gears, an inter-axle differential, and a plurality of drive shafts. The inter-axle differential is located such that the front axle may be suspended to allow oscillation.

Abstract: A tandem axle assembly capable of accommodating variations in driveline length is provided. The tandem axle assembly includes forward and rear axle assemblies each having a wheel differential with the forward axle assembly further including an inter-axle differential for dividing power between the two wheel differentials. A male-female slip connection is formed between two members at one or more of the following intersections: the connection between a power input shaft driving the inter-axle differential and a power transmission shaft for transferring power from a vehicle driveshaft to the power input shaft; the connection between an output shaft driven by the inter-axle differential and an output yoke of an intermediate drive shaft assembly extending between the forward and rear axle assemblies; and the connection between an input yoke of the intermediate drive shaft assembly and a pinion shaft in the rear axle assembly drivingly coupled to the rear wheel differential.

Abstract: A drive for a vehicle traversing rough terrain including first and second drive units and first and second pairs of tires. The first drive unit includes a first differential and axle. The second drive unit includes a second differential and axle. A secondary drive shaft synchronizes the second and first differentials. Each tire is divided into first and second segments. The center of the first segment is the rotational center of the tire so as to allow it to roll when in contact with the rough terrain. The first segment extends 240° and the second segment extends 120°. The radius of curvature of the second segment is greater than that of the first segment so as to allow it to be only slightly curved and almost flat, and as a result thereof, pointed areas are formed that bite into, and allow the second segment to grip, the rough terrain.

Abstract: Tandem drive axles include a pair of drive axles interconnected by a thru-shaft. An inter-axle differential allows speed differentiation between the pair of axles. Differences in tire rolling radii and variations in axle load distribution between the pair of drive axles are examples of why axle differentiation is needed. By measuring and monitoring wheel speed and/or tire pressure, tire rolling radii differences can be determined and appropriate adjustments can be made to tire pressures to provide a common tire rolling radii range for all tires. In addition to tire pressure adjustment, by adjusting other axle parameters that affect axle performance, such as suspension height and weight distribution, the need for axle differentiation is eliminated.

Abstract: A drive for a vehicle traversing rough terrain including first and second drive units and first and second pairs of tires. The first drive unit includes a first differential and axle. The second drive unit includes a second differential and axle. A secondary drive shaft synchronizes the second and first differentials. Each tire is divided into first and second segments. The center of the first segment is the rotational center of the tire so as to allow it to roll when in contact with the rough terrain. The first segment extends 240° and the second segment extends 120°. The radius of curvature of the second segment is greater than that of the first segment so as to allow it to be only slightly curved and almost flat, and as a result thereof, pointed areas are formed that bite into, and allow the second segment to grip, the rough terrain.