American Axle & Manufacturing, Inc.

Jeffrey Lee Kincaid

Neil Alan Wasylewski

Talon T Harvey

Brian Allen Mattila

Kenneth G Kraft

James Preston Downs

John Clinton Hibbler

Joseph S Balenda, Ii

Thomas E Gansenhuber

Robert C Gorski

Paul W Kornosky

David L Young

Chris Phelps

Jared C Pulling

Kurt Hauser

Thomas C Paluch

Ryan M Baeder

Chad Johnson

Douglas J Chemelli

Manoj Venkatesh Bhandiwad

Stephen C Doud

Dale K Benedict

Scott M Kociba

Philip R Kellogg

Rodney J Campbell

Scott T Costello

Thomas George Kaveney, Ii

Tony Pistagnesi

Tom V Ignatius

Stephen Pillen

Darrell L Jacques

Thomas J Miller

Mark Andrew Schneider

Derek C Remillong

Holly C Richards

Ramanand R Shetty

Peter E Asmaro

William T Reid, Jr

Manoi V Bhandiwad

A stabilizer bar assembly having a pair of bar members and a clutch assembly with a first and second couplers, which are fixedly coupled to the bar members, a coupling sleeve and a rotary lock. The coupling sleeve matingly engages the first coupler. The coupling sleeve is movable along an axis between a first position, in which the coupling sleeve is disengaged from the second coupler to permit relative rotation between the stabilizer bar members about the axis, and a second position in which the coupling sleeve is engaged to the first and second couplers. The rotary lock has lock members that are fixedly coupled to the coupling sleeve and the second coupler. The lock members engage one another when the coupling sleeve is in the second position to inhibit relative movement about the rotational axis between the coupling sleeve and the second coupler.

Disconnecting stabilizer bar assembly having disconnect mechanism with reduced backlash

A method for operating a vehicle having an all-wheel drive driveline with a disconnecting drive unit. The method conditions changing the operational state of the all-wheel drive driveline from a connected state to a disconnected state based in part on an operational state of a vehicle torque converter.

Method for controlling a vehicle having an all-wheel drive driveline with a disconnecting drive unit

A driveline component with a differential having a differential gearset mounted in a differential case. The differential gearset has first and second side gears and one or more pinion gears that are meshed with the first and second side gears. The differential gearset is configured to limit inboard thrusting of the first and second side gears so that backlash will be always be present between the pinion gears and each of first and second side gears.

Driveline component having differential assembly with differential gearset configured to limit inboard thrust of side gears

An all-wheel drive vehicle driveline that includes a PTU input member, a spindle, a stub shaft, an axle shaft, a PTU clutch and a stub shaft clutch. The PTU input member, the spindle, the stub shaft and the axle shaft are rotatable about a first rotary axis. The axle shaft is received through the spindle. The PTU clutch is operable in a first PTU clutch mode, in which the PTU input member is rotatably coupled to the spindle, and a second PTU clutch mode in which the PTU input member is rotatably decoupled from the spindle. The stub shaft clutch is operable in a first stub shaft clutch mode, in which the stub shaft is rotatably coupled to the axle shaft, and a second stub shaft clutch mode, in which the stub shaft is rotatably de-coupled from the axle shaft.

Disconnecting all-wheel drive driveline having flat tow capabilities

An all-wheel drive vehicle driveline can include an input member, differential, pump, first clutch, valve, and second clutch. The differential can include a case member, differential gearset, first output, and second output. The differential gearset can receive input torque from the case member and output differential torque to the first and second outputs. The pump can pump a fluid to a first conduit. The first clutch can transmit torque between the input and case members when a pressure in the first conduit exceeds a first predetermined pressure. The valve can couple the first conduit to a second conduit. The second clutch can couple the case member to the first output for common rotation when a pressure in the second conduit exceeds a second predetermined pressure. The valve can selectively permit fluid communication from the first conduit to the second conduit.

Disconnecting all-wheel drive driveline having rear drive module with disconnection and differential locking clutches

A torque transfer device can include a housing and a clutch. The housing can define a clutch cavity and a pocket. The pocket can be formed at an axial end of the clutch cavity and have a generally arcuate shape that extends circumferentially about the clutch cavity above a static lubrication level. The clutch can include an outer carrier, an inner carrier, a plurality of first and second interleaved friction plates. One of an outer and an inner plate carrier of the clutch can be coupled to an input member for common rotation. The other of the carriers can be coupled to a differential case for common rotation. Rotation of the outer carrier relative to the housing through a fluid in the clutch cavity can sling a portion of the fluid toward an inner surface of the housing to cause the portion of the fluid to collect in the pocket.

Optimized outer clutch housing for reduced spin loss, improved oil flow and improved clutch durability

An all-wheel drive vehicle driveline can include an input member, first intermediate member, output member, sleeve, ring gear, and pinion gear. The input member can be coupled to an input of a differential mechanism for common rotation. The output member can be coupled to an output of the differential mechanism for common rotation. The sleeve can be axially movable between a first position wherein the input, output, and first intermediate members are rotatable relative to each other, a second position wherein the sleeve couples the input member to the first intermediate member for common rotation, and a third position wherein the sleeve couples the input member to the output member for common rotation. The ring gear can receive rotary power from the first intermediate member. The pinion gear can be meshingly engaged to the ring gear.

Power take-off unit with locking differential

An AWD driveline includes first and second sleeves. The first sleeve is axially translatable between first, second, and third positions; the second sleeve is coupled for translation therewith. When the first sleeve is in the first position, the first sleeve couples an input of a differential to an intermediate member, and the second sleeve is rotatable relative to the first sleeve and couples first and second outputs members. The first output member can be an output of the differential. In the second position, the first sleeve is rotatable relative to the input or the intermediate member, and the second sleeve is rotatable relative to the first sleeve and couples the first and second output members. In the third position, the first sleeve is rotatable relative to the input or the intermediate member, and the second sleeve is rotatable relative to the first sleeve and the first or second output members.

A vent for an axle housing includes a first body portion and a second body portion. The first body portion has a plurality of pores defined therethrough. The first body portion defines a first cavity. The second body portion has a conical portion that extends between a throat and a neck portion that defines an opening. The second body portion defines a second cavity that fluidly connects with the first cavity. The vent permits air to pass from the axle housing, through the plurality of pores in the first body portion, through the first and second cavities, and out the opening of the neck portion while concurrently inhibiting egress of lubricant from the axle housing.

Porous vent breather

A disconnectable link may include a first link member having a generally tubular portion, a first ball joint disposed on the first link member and adapted to engage a first suspension member; a second link member slidably receivable within the first link member; a second ball joint disposed on the second link member and adapted to engage a second suspension member; a lock shaft engaged with the second link member; and a lock element disposed within an aperture in the second link member. Movement of the lock shaft into a first position may cause the lock element to engage the first link member to prevent relative axial movement between the first and second link members, and movement of the lock shaft into a second position may cause the lock element to disengage the first link member to allow relative axial movement between the first and second link members.

Stabilizer bar with disconnectable link

An axle assembly comprises an axle housing, a differential assembly, a cover, and a gasket. The axle housing defines a cavity and an access aperture. The differential assembly is received in the cavity and is supported for rotation in the axle housing. The cover has a flange and a body. The flange is coupled to the axle housing such that the cover closes the access aperture. The body has an opening that is in fluid connection with the cavity. The gasket has a gasket member and a tab. The gasket member is disposed between the axle housing and the flange. The tab extends inwardly from the gasket member and covers at least a portion of the opening. The tab is configured to shield the opening from splash lubrication during operation of the axle assembly.

Axle assembly having gasket that shields an opening

A suspension system having a stabilizer bar assembly with a stabilizer bar structure, an intermediate bushing and a resilient bushing. The stabilizer bar structure includes a center section to which the intermediate bushing is coupled. The resilient bushing is mounted on the intermediate bushing. The intermediate bushing limits relative axial movement of the resilient bushing in along the center section in a first direction and a second direction opposite the first direction. A method for forming a stabilizer bar assembly is also provided.

Stabilizer bar

A ball joint assembly for pivotally interconnecting a first member and a second member includes a housing defining a cavity. The housing is adapted to be coupled to the first member. The ball joint also includes a ball stud having a ball segment retained in the cavity and a post segment adapted to be coupled to the second member. An elastomer is positioned within the cavity between the ball segment and the housing. The ball segment is rotatably coupled to the elastomer.

Isolation ball joint for steering and suspension

Improvements for a vehicle stabilizer bar assembly having a pair of stabilizer bar members that are selectively uncoupled via a clutch assembly to provide a vehicle with improved traction. A first improvement concerns a reserve powering apparatus for powering the clutch assembly in the event of an electrical failure that prevents the vehicle power source from transmitting electrical power to the clutch assembly. A second improvement concerns a speed sensing apparatus for inhibiting the operation of the stabilizer bar assembly in a disengaged condition if the speed of the vehicle is greater than or equal to a predetermined speed threshold. A third improvement concerns a logic for controlling the engagement and disengagement of a pair of stabilizer bar assemblies.

Growing community of inventors

Clarkston, MI, United States of America

Jeffrey Lee Kincaid