Arvin Meritor Technology, LLC

Meritor Heavy Vehicle Systems Limited

Meritor Heavy Vehicle Technology, LLC

Meritor Suspension Systems Company, Inc.

Jack Darrin Oates

Christos T Kyrtsos

Ronald N Brissette

Tom Sanko

Jim Hawkins

Patrick L Kurzeja

Christopher S Keeney

Chris Keeney

Patrick Benedict Melton

I-Chao Chung

Patrick Kurzeja

James R Hawkins

Michael Rossi

An inter-axle differential gear assembly includes a first side gear driven by an input shaft, a plurality of inter-axle differential pinion gears in meshing engagement with the first side gear, and a second side gear in meshing engagement with the inter-axle differential pinion gears. The second side gear includes a gear body having a front face and a rear face positioned opposite of the front face. At least one channel, formed within the gear body, extends between the front and rear faces. Lubricating fluid is pumped through the channel to lubricate the inter-axle differential gear assembly. A tapered roller bearing is positioned adjacent the rear face of the second side gear. A seal, positioned between the tapered roller bearing and the rear face of the second side gear, forms a sealed fluid cavity. Rotation of the tapered roller bearing generates a pumping action that pumps the lubricating fluid through the tapered roller bearing, into the sealed fluid cavity, and into the channel.

Method and apparatus for lubricating a differential gear assembly

A seal assembly provides a rotating portion and a rotationally fixed portion. The rotating portion includes a running sleeve, a slinger segment and an upper seal segment. The slinger segment radially extends outward of the fixed portion so as to protect the fixed portion. The fixed portion includes a press fit outer diameter which is pressed into an opening located within the assembly. A seal mount segment located receives a resilient annular seal which rides upon the running sleeve and the upper seal segment.

Slinger and wear sleeve seal assembly

An inter-axle differential assembly for a tandem drive axle set is disclosed that permits a rear drive assembly and a forward drive assembly to have the same input axis. The forward drive assembly includes a hollow pinion gear. An inter-axle differential assembly receives input from a driveline connection and transfers this input to the hollow pinion gear and to a through shaft that extends through the hollow pinion gear. The hollow pinion gear drives a main differential assembly that in turn drives a forward axle. The through shaft extends toward a tear drive assembly and provides input to the rear drive assembly. The rear drive assembly utilizes a rear pinion gear to drive a rear differential. The rear differential in turn drives a rear axle. Thus, the present design permits a common axis to be shared by the input to the forward drive assembly and the input to the rear drive assembly. In addition, the present design eliminates the traditionally required helical gears from the forward drive assembly.

Inter-axle differential assembly for a tandem drive axle set

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.

Tandem drive axle assembly

A suspension assembly is provided that includes a first suspension member such as a rear axle housing having first and second opposing sides. The housing includes spaced apart corners. First and second seats are respectively adjacent to the first and second opposing sides. Each of the seats has inwardly facing surfaces interconnected by an intermediate surface with the inwardly facing surfaces engaging the corners and the intermediate surface spaced from the side. The intermediate surface and inwardly facing surfaces of each seat form a continuous unbroken surface with the inwardly facing surfaces facing one another. A fastener such as a U-bolt or a pair of bolts secure the first and second seat about the first suspension member to secure a second suspension member to the first suspension member.

Suspension seat and axle coupling

A hollow pinion gear is used in combination with a through shaft to provide coaxial power transfer from one location in a driveline to another location in the driveline. The pinion gear includes a shaft portion with a longitudinally extending bore that receives the through shaft and includes an integrally formed pinion gear head at one end of the shaft portion. A bearing member is installed within the bore between the through shaft and the pinion shaft portion. The bearing member permits relative rotation between the pinion gear and the through shaft.

Hollow pinion support

An inter-axle differential assembly for a tandem drive axle set is disclosed that significantly reduces the vertical distance between input axes for a rear drive assembly and a forward drive assembly. The forward drive assembly includes a hollow pinion gear that is supported by a pair of tapered roller bearings. An inter-axle differential assembly is supported by a single tapered roller bearing and receives input from a driveline connection and transfers this input to the hollow pinion gear and to a through shaft that extends through the hollow pinion gear. The hollow pinion gear drives a main differential assembly that in turn drives a forward axle. The through shaft extends toward a rear drive assembly and provides input to the rear drive assembly. The rear drive assembly utilizes a rear pinion gear to drive a rear differential. The rear differential in turn drives a rear axle. This configuration significantly reduces the vertical distance between the input to the forward drive assembly and the input to the rear drive assembly or even allows a common axis to be shared by the inputs to the forward and rear drive assemblies.

An universal joint dissipates shock and reduces torsional vibration to the elements of the universal joint. An elastomeric material, such as a polyurethane, is introduced between the bores of the yokes of the joint and the respective adjacent bearing cups that are mounted on the shafts of the cross bar.

Vibration absorbing universal joint

A suspension for a heavy duty vehicle is provided that includes a frame. A lower linkage is supported by the frame at a first pivotal connection. A drive axle assembly is supported by a lower linkage at a second pivotal connection. The drive axle assembly includes an input shaft defining a pinion angle. An upper linkage interconnects the drive axle assembly and the frame at third and fourth pivotal connections, respectively. The upper linkage includes an adjustment member, such as a turnbuckle, for modifying the length of the upper linkage to obtain a predetermined pinion angle. In this manner, the pinion angle may be adjusted upon assembly of the suspension system. Furthermore, by permitting the drive axle assembly to pivotally move relative to the linkages, the pinion angle may be maintained during suspension movement.

Heavy duty truck suspension with drive axle

A driveline assembly for interconnecting one driveline component to another driveline component includes a vibration dampening mechanism. The vibration dampening mechanism is installed between a universal joint member and a companion flange. The universal joint member is coupled to a driveshaft and the companion flange is coupled to a drive axle member. A resilient member is secured between the universal joint and the companion flange for absorbing vibrations transmitted between the axle member and the driveshaft. Together the universal joint and companion flange define a central axis. The resilient member is compressible in a linear direction along the central axis to absorb vibrations.

Driveline assembly with vibration dampener

A system measures multiple operational angles of a driveline assembly and compares the signals to each other to determine whether the angles and the respective driveline components are properly balanced. Different types of sensor assemblies can be used to measure the operational angles including various types of contact and non-contact sensors. In one example, the operational angle between one axle differential case and a corresponding universal joint can be compared to the operational angle between another axle differential case and corresponding universal joint mounted at an opposite end of the driveline. If the angles are equal or very close to one another than the angles are properly balanced. If the ratio between the two angles exceeds a predetermined limit, the driveline components are not properly balanced and the components can be repositioned to avoid premature wear.

Method and apparatus for measuring driveline angles

A method for automatically controlling angles in a driveline of a vehicle is disclosed. The vehicle includes an air-wide suspension system, and the driveline includes a drive shaft driven through a universal joint. The universal joint produces a rotational velocity that is detected by a sensor of a control assembly. A controller, also part of the control assembly, converts the rotational velocity into alternating rotational acceleration and deceleration of the drive shaft. Once quantified, the acceleration and deceleration of the drive shaft is compared to determine any changes in rotational acceleration. In response to any changes in rotational acceleration, the air-ride suspension system is adjusted to control the driveline angle at one end of the drive shaft such that the driveline angle at one end is balanced relative to the driveline angle at the other end of the drive shaft, and noise, vibration, fatigue, or failure of the drive shaft is reduced.

Driveline angle control assembly and method for controlling driveline angles in a vehicle

An inter-axle differential assembly for a tandem drive axle set is disclosed that permits a rear drive assembly and a forward drive assembly to have the same input axis. The forward drive assembly includes a hollow pinion gear. An inter-axle differential assembly receives input from a driveline connection and transfers this input to the hollow pinion gear and to a through shaft that extends through the hollow pinion gear. The hollow pinion gear drives a main differential assembly that in turn drives a forward axle. The through shaft extends toward a rear drive assembly and provides input to the rear drive assembly. The rear drive assembly utilizes a rear pinion gear to drive a rear differential. The rear differential in turn drives a rear axle. Thus, the present design permits a common axis to be shared by the input to the forward drive assembly and the input to the rear drive assembly. In addition, the present design eliminates the traditionally required helical gears from the forward drive assembly.

An improved differential eliminates the need for a differential case. A cap is fixed to each of the spider legs, and traps the pinion gear. This arrangement reduces the weight and complexity of assembly for differentials. Moreover, the assembly increases the ease of oil access to bevel gears in the differential.

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Fletcher, NC, United States of America

Jack Darrin Oates