Meritor Heavy Vehicle Systems Limited

Arvin Meritor Technology, LLC

Meritor Heavy Vehicle Technology, LLC

Rockwell International Corporation

Dale K Bell

Dennis A Kramer

Christopher S Keeney

David K Platner

Ronald N Brissette

Dale Eschenburg

Silvio Masaaki Yamada

Dean M House

Brian Jeffrey Mueller

Mehmet S Ciray

Jack R McKenzie

Clive Harrup

Christos T Kyrtsos

Frank A Palmeri

Gerald J Montgomery

Dean Molde

Ira B Goldberg

Michael E Johnson

John L Bennett

Patricia H Cunningham

Yngve Naerheim

Tom Sanko

Ted M McKinney

Floyd G Saxton

Benjamin R Jones

Yngue Naerheim

Jay Sandler

Arnold K Riddle

Jyh-Chiang Wang

A drive unit assembly for a vehicle wheel includes a rigidly mounted electric motor coupled to the vehicle wheel via a gear drive. The gear drive includes a cycloid or epicycloid gear arrangement that provides significant speed reduction at the wheel.

Electric motor and gear drive assembly for driving a vehicle wheel

The inventive parallel drive system is particularly well suited to be supported at the axle of the vehicle. A coupling arrangement includes a clutching mechanism and a gear reduction device that selectively couple an electric motor to the drive wheels for providing torque to the wheels alone or in combination with input from an internal combustion engine. The drive torque can also be provided exclusively from the internal combustion engine. The inventive arrangement also allows for the electric motor to be used as a generator during coasting or braking, for example.

Axle assembly with parallel drive system for electric hybrid vehicles

A carrier assembly for a drive axle includes a pinion gear and ring gear that is operably coupled to a differential assembly. The differential assembly includes first and second case halves that are attached to each other. Each case half is supported by at least one bearing for rotation relative to a non-rotating axle housing. The ring gear comprises an outer circumference portion, which includes a plurality of ring gear teeth in meshing engagement with said pinion gear, and an inner circumference portion, which is fixed for rotation with the second case half about a differential case axis of rotation. The second differential case half includes a tubular portion that is coaxial with the differential case axis of rotation. The tubular defines a stop surface for the ring gear. The ring gear is constrained between the stop surface and one of the bearings to accommodate thrust loads.

Gear to case assembly for drive axle

A drive train assembly including an electric motor mounted to the frame of the motor vehicle and a trailing arm. The trailing arm is attached to the frame of a motor vehicle such that a pivot point is common to an axis of rotation of a shaft of the electric motor. The electric motor drives a drive mechanism supported by the trailing arm to drive a wheel suspended at a distal end of the trailing arm. The trailing arm pivots about the axis of rotation of the motor shaft thereby reducing the suspended mass of the vehicle and improving ride and handling characteristics.

Suspended wheel end powered through trailing arm

An apparatus and method of forming a differential assembly is provided that includes the steps of providing a ring gear, which is preferably produced by a precision forging process. The differential case is cast about a portion of the ring gear to secure the ring gear to the differential case and form the differential assembly. Preferably, the ring gear includes projections that are embedded in the differential case during the casting process to enhance the connection between the ring gear and the differential case. In this manner, the ring gear may be constructed from a forged steel and the differential case may be constructed from ductile iron while eliminating the fasteners of the prior art.

Cast integral ring gear and differential case

A vehicle drive assembly includes an electric motor directly coupled to a rotatable member for driving a wheel, for example, without gear reduction assemblies between the motor output and the driven wheels. A multi-phase, high pulse current stepper motor is used as the motor in one example. A driven wheel is supported by a wheel mounting member in a conventional fashion. A rotatable member associated with the wheel mounting member is directly coupled to an output of the stepper motor. The stepper motor can selectively operate in several modes. A first mode provides driving torque to the vehicle wheels, a second mode provides a braking force and an optional third mode allows the stepper motor to serve as a parking brake.

Electric drive system including a stepper motor

An electric motor assembly is provided that includes a housing. A rotor is arranged in the housing and is rotatable about an axis. A vehicle wheel is coupled to the rotor. The rotor has an annular profile defining sinusoidal teeth and is generally concentric with the axis. The angle and number of oblique surfaces of the teeth and the diameter of the rotor, in part, define the speed and torque of the rotor. A plurality of electric linear actuators are arranged circumferentially about and generally parallel to the axis. The actuator includes shafts having ends that engage the profile. The shafts are movable between extended and retracted positions to rotate the rotor in a desired direction. A sensor detecting the position of the rotor and a controller may be used to effect the desired rotation.

Rotary motor using electrical linear actuators

A driveline assembly module includes a drivetrain assembly that is a rigid, substantially box-like member, that is the main support structure for all the driveline components. An independent suspension system having an associated wheel hub is also attached to the drivetrain assembly. By mounting the driveline components and independent suspension as an integral module, the components are replaced or serviced by replacement of the entire module. Thus, the individual mounting, replacement and servicing of the individual components, each having multiple independent attachment points, is avoided.

Subframe driveline module

A system for providing driving torque to wheels on a vehicle includes an electric motor having the capability of independently driving rotatable axle shafts. One example includes a single stator with a first armature associated with a first axle shaft and a second armature associated with a second axle shaft. A controller independently controls power to the armatures to achieve the desired wheel speed or driving torque at each of the wheels.

Alternative drive power arrangement having an electric motor with multiple armatures

A method of fabricating a driveline assembly including the steps of inserting a first member within a second member, heating the first member to a temperature greater than that of the second member and inserting both members into a die. The inner surface of the die includes an interlocking torque transferring profile. Fluid pressure is applied to the inner diameter of the inner member to expand both members into the profile on the inner surface of the die. The inner and outer members are then removed from the die and cooled such that both members are at a common temperature. Because the inner member was at an elevated temperature, and thereby expanded a greater amount than the outer member, cooling of the members results in a clearance between the members that provides for relative axial movement between the inner and outer members.

Drive shaft manufacturing process

A vehicle chassis having a hollow structural member is provided with an opening at an end. A cavity extends from the opening and is defined by interior walls. The hollow structural member may be an axle or a portion of a frame. A bulkhead is arranged in the cavity transverse to the interior walls and spaced from the opening. The bulkhead substantially extends between and connects the interior walls, preferably at a right angle. The chassis component, such as an air spring or a member clamped to the hollow structural member with a U-bolt, is supported exteriorly on the hollow structural member. The chassis component generates a force and the bulkhead provides a counterforce to maintain the structural integrity of the hollow structural member. In this manner, the hollow structural member is relatively thin to save weight and cost and is better able to withstand bending and torsional forces without the use of specialized brackets.

Internal bulkhead for spring seat reinforcement

A vehicle drive unit assembly includes an axle extending between a pair of wheels, a braking system for slowing and stopping the vehicle, and a retarding system located on the axle for assisting the braking system. The axle has a housing and an axle shaft that receives input from an engine and driveshaft to drive the wheels. The braking system includes a brake member supported on each of the wheels and an actuator for selectively moving the brake members between an unactuated position and an actuated position. The braking system produces a braking force to slow or stop the rotation of the wheels when the brake is in the actuated position. The retarding system includes a plurality of magnets supported for rotation with the axle shaft and an inductor held fixed to the axle housing. The retarding system produces a retarding force as the magnets rotate with respect to the inductor to slow the rotation of the wheels when the actuator moves the brake members to the actuated position. Thus, the retarding system assists the braking system to slow and stop the vehicle.

Drive unit assembly with a regenerative retarder

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.

Drive axle control system

A method and system for independently controlling the steering of at least two wheels of a vehicle includes a steering angle sensor for sensing a desired amount of turning of the vehicle and a direction for the desired amount of turning. An electronic control unit, in communication with the steering angle sensor, determines a first desired turning angle for one of the wheels and a second desired turning angle for the other one of the wheels based on the desired amount of turning of the vehicle and the direction of the turning of the vehicle. The second desired turning angle may be the same as or different from the first desired turning angle. Independent turning mechanisms are coupled to each of the wheels and receives control signals from the electronic control unit for controlling the turning angles of each of the wheels independently of the other wheel.

Growing community of inventors

Ortonville, MI, United States of America

Dale K Bell