Meritor Heavy Vehicle Systems Limited

Meritor Heavy Vehicle Technology, LLC

Gary P Ford

Richard M Clisch

Raji S El-Kassouf

Joseph Benjamin Saxon

Larry W Bowman

Michael G Semke

Patrick D Laper

A communication system for use on a heavy vehicle, such as a truck, is disclosed where a smart card is provided by a fleet to a driver. The smart card contains identifying information unique to the driver. The smart card communicates electronically with an engine control unit that is provided on the vehicle used by the driver. The on board engine control unit stores the vehicle operation history with respect to an individual driver and may also contain navigational information. In the event that the on board engine control unit indicates a violation of hours of service regulation, the vehicle may be prevented from being started by the driver. The smart card is also used for vehicle access and may be used for conventional fuel purchase.

Smart card system for heavy vehicles

A variable engagement mechanism for a dual wheel assembly is provided. The mechanism includes a spindle having a drive axle defining a rotational axis. A first wheel hub is supported on the spindle and coupled to the drive axle for being rotatably driven about the rotational axis. A second wheel hub is arranged adjacent to the first wheel hub and is rotatable relative to the first wheel hub about the rotational axis. Friction members are provided between the first and second wheel hub. An actuator forces the friction members into engagement with one another to permit transfer of torque between the wheel hubs. The actuator may be operator controlled or integrated with a braking or other vehicle control system. In this manner, the first and second wheel hub may be selectively locked together for increased traction and/or braking. A differential assembly may be used between the first and second wheel hubs so that both wheels may be driven at all times while being permitted to rotate relative to one another.

Dual wheel assembly with variable wheel engagement

A dual wheel assembly for a vehicle is provided that includes an axle assembly having an axle shaft disposed therein, which defines an axis. First and second wheel hubs are supported on outboard and inboard portions, respectively of the axle assembly. The first wheel hub is coupled to the axle shaft so that the first wheel hub may be driven about the axis and the second wheel hub is rotatable about the axis relative to the first wheel hub. A first bearing assembly is interposed between the first wheel hub and the outboard portion for supporting the first wheel hub on the outboard portion. The outboard portion has a first shoulder with the first bearing assembly abutting the first shoulder. Similarly, a second bearing assembly is interposed between the second wheel hub and the inboard portion for supporting the second wheel hub on the inboard portion, and the inboard portion has a second shoulder with the second bearing assembly abutting the second shoulder. Securing members are attached to the axle assembly opposite each shoulder to retain the bearing assemblies and wheel hubs on the axle assembly. In this manner, the wheel hubs may be more easily installed and removed as units independently of one another.

Wheel bearing arrangement for a dual wheel assembly

A drive axle assembly includes a stationary member and a rotating member spaced apart from said stationary member to form a gap. A fluid bearing is formed between the stationary and rotating members by filling the gap with a fluid. The fluid creates a bearing surface between the stationary and rotating members. The fluid is pressurized to provide radial and thrust load support for the rotating member as it rotates with respect to the stationary member.

Hydrostatic axle bearing

An axle assembly for supporting a heavy vehicle on a surface is provided. The axle assembly has an axle housing with opposing ends and a wheel supported on each of the opposing ends for engagement with the surface. Each of the wheels is rotatable about a rotational axis. A rotatable load-bearing device is supported on the axle housing for engagement with the surface. The load-bearing device is arranged between the wheels and is rotatable about a plurality of pivotal axes. By permitting the load-bearing devices to pivot about more that one axis, unlike a conventional wheel, wear caused by scrub may be reduced. In one embodiment, the load-bearing devices are swivel wheels that are pivotal about vertical and horizontal axe. In another embodiment, the load-bearing devices are load-bearing balls that are pivotal about an infinite number of axes.

Heavy vehicle axle with separate load-bearing device

A dual wheel axle assembly for a vehicle is provided for reducing tire wear caused by scrubbing during vehicle turns. The assembly includes an axle housing having an axle shaft arranged within the axle housing. The axle shaft defines a rotational axis. A first wheel hub is supported on an end portion of the axle housing and is mechanically coupled to the axle shaft. A second wheel hub is supported on the end portion adjacent to the first wheel hub. A fluid coupling is interconnected between the axle shaft and the second wheel hub. The fluid coupling has fluid for fluidly driving the second wheel hub through the axle shaft and permitting the second wheel hub to rotate about the rotational axis relative to the first wheel hub during the vehicle turn.

Fluid coupling for dual wheels

A multi-disc wheel assembly for a vehicle is provided. The multi-disc wheel assembly includes a plurality of narrow discs assemblies that form a wheel assembly. The plurality of narrow disc assemblies include first and second narrow disc assemblies. A first independent drive mechanism applies a rotational force to the first narrow disc assembly to produce a first speed. A second independent drive mechanism applies a rotational force to the second narrow disc assembly to produce a second speed unequal to the first speed during a vehicle turn to minimize wheel assembly scrub.

Wheel assembly for a vehicle

A drive assembly for independently driving wheels of a vehicle is disclosed. The drive assembly includes a wheel set positioned at a left or right side of the vehicle. The wheel set includes inner and outer wheels and tires associated with the inner and outer wheels. A drive mechanism, such as an electric motor, rotatably drives the inner and outer wheels. The drive assembly further includes a differential disposed between the inner and outer wheels and responds to the drive mechanism to permit one of the inner and outer wheels to rotate independent of the other of the inner and outer wheels. That is, upon a turn of the vehicle, the differential permits the inner and outer wheels to realize different rotational speeds as the inner and outer wheels are being rotatably driven by the drive mechanism. As such, scrubbing or dragging of the tires associated with the wheels is eliminated. Additionally, the drive assembly of the subject invention can incorporate a second wheel set and tires, a second drive mechanism, and a second differential positioned at the opposite side of the vehicle to eliminate scrubbing of the tires associated with the second wheel set.

Drive assembly for independently driving vehicle wheels

A dual wheel assembly is provided that includes a spindle having an axle shaft defining a rotational axis. The axle shaft has a drive pinion. A first wheel hub is supported on the spindle and is positioned to be rotatably driven about the rotational axis. A second wheel hub is arranged adjacent to the first wheel hub and is also rotatable about the rotational axis. The second wheel hub may be supported by the first wheel hub or the spindle. A differential assembly is interconnected between the first wheel hub and the second wheel hub. The differential assembly permits both wheels to be driven for increased traction while allowing the second wheel hub to rotate relative to the first wheel hub. A gear reduction assembly interconnects the differential assembly and the drive pinion to provide torque multiplication to the wheel hubs. In this manner, the gear reduction assembly provides the additional torque required for heavy vehicles while the differential assembly allows relative rotation of the wheel hubs.

Growing community of inventors

Rochester, MI, United States of America

Gary P Ford