Abstract: A clutching device of an automatic transmission may include: a clutch drum connected with a first rotation element, a clutch connected with the clutch drum and also connected with a second rotation element for selective torque delivery, and a piston unit to operate the clutch. In particular, the piston unit includes: a first piston moving toward the clutch by a hydraulic pressure; a spring retainer arranged on the first rotation element; a support drum arranged in the first piston; a second piston arranged in the support drum and moving in an axial direction of the first rotation element; a first return spring applying restoring force to the first piston; a second return spring applying restoring force to the second piston; a latch spring applying pressure to the clutch when the first piston moves toward the clutch; and a latch device selectively limiting bidirectional movement of the first piston.

Abstract: The invention relates to a clutch unit for a motor vehicle, comprising: a clutch, the clutch having an axially stationary, rotatable coupling element with an axially extending toothing, and an axially displaceable, rotatable mating element with an axially extending mating toothing, the mating element being displaceable into a first position and a second position; and a sensor unit, the sensor unit being disposed radially in relation to the axial extension of the toothing of the coupling element such that the sensor unit senses the toothing of the coupling element. When the mating element is in the first position and when it is in the second position, the sensor unit detects a sensor signal via which the rotational speed of the coupling element and the first position of the mating element, the second position of the mating element, or a position of the mating element between the first position and the second position can be determined.

Abstract: A vehicle drivetrain for a vehicle including a transmission configured to move the vehicle with a surface engaging traction member and a final drive assembly configured to drive the surface engaging traction member. The final drive assembly includes a drive assembly coupler. A transmission coupler is operatively connected to the transmission and disposed between the transmission and the drive assembly coupler. The transmission coupler includes a first position engaged with the drive assembly coupler and a second position disengaged from the drive assembly coupler. An actuator is operatively connected to the transmission coupler and is configured to move the transmission coupler between the first position and the second position. The actuator, in one embodiment, includes a worm drive having a worm gear configured to move the transmission coupler along a longitudinal direction of the transmission. The worm gear rotates about an axis inclined with the longitudinal direction.

Abstract: A pulse vacuum hub lock system for selectively engaging a wheel hub to an axial shaft includes a cartridge housing assembly received in a bore in the wheel hub. The cartridge housing assembly supports a clutch ring for movable engagement between splines in the wheel hub and directly on the axle shaft. A diaphragm is connected to a piston assembly and is responsive to a vacuum pressure to activate the piston assembly to engage or disengage a latch mechanism that holds the clutch ring in an engaged or disengaged position. A piston spring and a helper spring are provided between primary and secondary pistons of the piston assembly and allow for separation in the vacuum levels required to activate the latch mechanism. The vacuum hub lock system is compact so as to be disposed inboard of an opening in the exterior surface of a wheel rim.

Abstract: A wheel end of a vehicle includes a knuckle and a wheel and wheel hub rotatably mounted to the knuckle. A CV-joint is positioned adjacent to the wheel hub. A clutch ring is slidable between engagement with one of the wheel hub and the CV-joint or both. A pneumatic annular actuator is connected to a shift fork that is engaged with the clutch ring for movement of the clutch ring between engaged and dis-engaged. The shift fork includes a base portion and an L-shaped section. The L-shaped section includes a plurality of slots therein to allow the shift fork to deflect and pivot when a misalignment occurs between the teeth of the constant velocity joint half shaft and the clutch ring during assembly of the CV-joint to the wheel hub. The pneumatic actuator includes an elastomeric diaphragm wall that includes a compliant stop extending axially therefrom.

Abstract: An integrated wheel end which includes a movable clutch ring for selective engagement between an engaged and disengaged position for transferring driving torque from a drive shaft to the wheel end. The integrated wheel end incorporates a clutch ring abutment feature or travel limiter configured to position the movable clutch ring relative to a coupler on the wheel end during assembly with the drive shaft.

Abstract: A travel limiter associated with a wheel end adapted to selectively engage and disengage a drive shaft via a sliding clutch ring. The travel limiter operatively disposed on a coupler of the wheel end and configured to limit axial displacement of the sliding clutch ring towards the wheel assembly when engaging the drive shaft.

Abstract: A wheel hub assembly is provided including a movable clutch ring for selective engagement between an engaged and disengaged position for providing driving torque from an axle shaft to a wheel hub. The clutch ring is in full-time engagement with external clutch teeth of the axle shaft and is movable to an engaged position with external clutch teeth of a coupler that is secured to the wheel hub. Furthermore, the coupler is provided with a travel limiter for preventing the clutch ring from traveling beyond a predetermined desired position along the coupler.

Abstract: An interlock mechanism is provided for a wheel end disconnect device. The interlock mechanism is activated by negative pressure for engaging and disengaging a wheel hub from an axle shaft. Vacuum pressure is routed through a wheel bearing for activating the interlock mechanism.

Abstract: A vacuum locking hub system is provided for a four-wheel drive vehicle that includes a cartridge-type assembly that allows the vacuum locking hub system to be inserted into the wheel as a cartridge unit for ease of assembly. The vacuum locking hub system has a compact construction allowing it to be substantially received within the wheel hub, thus reducing system mass and unit length.

Abstract: A shift mechanism for a vehicle wheel wherein a pneumatic annular actuator, through air pressurization and depressurization, produces clutch ring movement to engage and disengage the wheel from the vehicle's drive axle. The components of the wheel end providing an air tight cavity in which the clutch ring is manipulated and which is subjected to air pressure changes. The components include a pneumatic annular actuator, a CV-joint, a rotary seal between the actuator and the CV-joint and a vent passage formed between the air chamber and rotary seal and breaching said air tight cavity. An air line from said passage to non-contaminated ambient air to provide continuous ambient air pressure to said cavity.

Abstract: A shift mechanism for a vehicle wheel wherein a pneumatic annular actuator, through air pressurization and depressurization, produces clutch ring movement to engage and disengage the wheel from the vehicle's drive axle. The components of the wheel end providing an air tight cavity in which the clutch ring is manipulated and which is subjected to air pressure changes. The components include a pneumatic annular actuator, a CV-joint, a rotary seal between the actuator and the CV-joint and a vent passage formed between the air chamber and rotary seal and breaching said air tight cavity. An air line from said passage to non-contaminated ambient air to provide continuous ambient air pressure to said cavity.

Abstract: An assembly for converting a vehicle between two-wheel and four-wheel drive. The assembly includes a bell form of a constant velocity joint being supported by a bearing mounted to one of the vehicle knuckle and the wheel hub. The bell form further includes a collar that has a connector, and a spindle of the wheel hub has a connector in close proximity to the bell form connector. A clutch ring actuated by an actuator is moved by the actuator between engagement with one of the connectors and engagement with both of the connectors.

Abstract: This invention is directed to a wheel end assembly for engaging and disengaging the wheel end of a vehicle that is convertible between four-wheel and two-wheel drive. The invention is further directed to clutch ring engagement at the inboard end of a wheel hub whereat a retention feature retains the support bearings for the wheel hub on the vehicle suspension and whereat, independent of the retention feature, the clutch ring is operable directly between the wheel hub and axle.

Abstract: A wheel end assembly including a live spindle secured to a wheel hub at an outboard end. A bearing surrounding the spindle and abutted against a shoulder on the spindle. Said bearing preloaded by a retention structure that slidably engages the bearing to compress the bearing against the shoulder. A clutch ring slidably engages splines associated with the live spindle and with an axle portion to connect and disconnect the axle to the live spindle and accordingly the wheel hub.

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: 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: An annular actuator for moving a member axially to couple and un couple a drive member with a driven member of a vehicle drive train. The actuator encircles the drive and driven member. The actuator has a housing to which a diaphragm is mounted. A spring biases the diaphragm to move in one axial direction and withdrawal of air forces the diaphragm to move in the opposite axial direction. A shifting fork coupled to the diaphragm moves a clutch ring in the one axial direction to be coupled with only one of the drive and driven members and is coupled with both the drive and driven members when moved in the opposite direction. The actuator defines a sealed chamber that is totally non-rotatable with relative movement occurring between the shifting fork and the clutch ring.

Abstract: An automatic clutch for a vehicle drive train to selectively connect and disconnect a drive portion of the drive train to a driven portion of the drive train, the drive and driven portions having adjacent and mated spline portions at a designated position in the drive train. A clutch ring slidably mounted to one of the spline portions and slidable into engagement with the other spline portions. The designated position adjacent a portion of the vehicle frame and a remote controlled actuator secured to the portion of the vehicle frame. A bearing member of the actuator engaging the clutch ring for urging sliding movement of the clutch ring. Improvements to the above include application of the actuator clutch to front and rear wheel ends for conversion of the vehicle between two-wheel and four-wheel drive, the actuator being mounted to the steering knuckles. Also, improved bearing packs are provided for better performance and to facilitate assembly.