Patent Application
20150231918
The technical field generally relates to differential wheel ends and axles, and more particularly relates to dual-wheel differential systems.
Wheel ends having a dual-wheel configuration are often used in connection with large vehicles. Such wheel ends typically include a planetary wheel end gear reduction and may use a differential configured to allow the two hubs to rotate at different angular speeds. This accommodates the difference in distance experienced by the two wheels during turns, and thereby greatly improves tire lifetime.
Wheel end differentials are typically operated in an “open” mode; however, it is often desirable in some circumstances to lock the various components of the differential together to increase traction. In this regard, currently known differential locking mechanisms are unsatisfactory in a number of respects. For example, many locking mechanisms require the operator to leave the cab of the vehicle and mechanically lock the differential components by actuating difficult-to-reach nuts or the like.
Accordingly, it is desirable to provide improved dual-wheel differential locking mechanisms. Furthermore, other desirable features and characteristics of the present invention will become apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and the foregoing technical field and background.
A differential locking system in accordance with one embodiment includes an in inner hub, an outer hub, a differential assembly mechanically coupled between the inner hub and the outer hub to allow the inner hub and the outer hub to rotate at different angular speeds, and a user-actuatable locking system configured to mechanically lock the inner hub to the outer hub. The user-actuatable locking system may include, for example, at least one radially or axially translating locking pin, which may be actuated in a variety of ways, such as electromechanically, pneumatically, or hydraulically.
In accordance with another embodiment, a user-actuatable locking apparatus is provided for a dual-wheel differential system of the type having in inner hub, an outer hub, and a differential assembly mechanically coupled therebetween. The user-actuatable locking apparatus includes an actuation system and at least one translating locking pin communicatively coupled to the actuation system, the at least one translating locking pin configured to selectively lock and unlock the inner hub to the outer hub in response to the actuation system.
A dual-wheel differential locking method in accordance with one embodiment includes providing, between an in inner hub and an outer hub, a differential assembly mechanically configured to allow the inner hub and the outer hub to rotate at different angular speeds; and actuating a locking system to selectively lock and unlock the inner hub to the outer hub such that the inner hub and the outer hub rotate at substantially the same angular speed.
The exemplary embodiments will hereinafter be described in conjunction with the following drawing figures, wherein like numerals denote like elements, and wherein:
In general, the subject matter described herein relates to improved differential locking systems. In some embodiments, the locking mechanism includes a radially translating locking pin, while in others the locking mechanism includes an axially translating locking pin. Furthermore, the various embodiments may be manually mechanically actuated (e.g., via a convenient fixture easily accessible via the wheel end) or may be actuated via a module or subsystem that the operator engages from within the cab of the vehicle (e.g., via an electromechanical, hydraulic, or pneumatic locking system). The following detailed description is merely exemplary in nature and is not intended to limit the disclosure or the application and uses thereof. Furthermore, there is no intention to be bound by any theory presented in the preceding background or the following detailed description.
In general, wheel end 100 includes a central spindle 101, an inner differential case 102, an outer differential case 103, an inner wheel hub (or simply “inner hub”) 104, an outer differential hub (or simply “outer hub”) 105, a differential pinion 106, differential side gears 107 and 108, a differential pinion pin 109, a gasket 110, a side gear fastener 111, and an inner wheel bearing 112. Wheel end 100 further includes an outer wheel bearing 113, bushings/bearings 114 and 115, a ring gear 116, a ring gear hub 117, a spindle nut 118, and a brake driver 119. Collectively, items 106, 107, 108, 109 form what may be referred to herein as a “differential assembly” that is mechanically coupled (e.g., via fasteners 111) to to hubs 104 and 105 as shown, thereby allowing the inner hub 104 and outer hub 105 to rotate at different angular speeds (through the action of differential pinion 106), as is known in the art.
With continued reference to
In one embodiment, wheel end 200 is equipped with CTIS (Central Tire Inflation System) components and the spindle 202 includes an air passage 204 drilled or otherwise formed from a flange end to a middle region (e.g., between the hubs 220, 221, as shown.). Two sealing components 206 contain the air 208 and direct it to the actuation pins 210. The air pressure pushes the pins outward (in a radial direction) into a receiving gap 209, thereby locking outer hub 221 and inner hub 220 as shown. In this way, the differential mechanism that is attached to inner hub 220 is locked rotationally with outer hub 221.
In an alternate embodiment, hydraulic actuation is employed. That is, actuation is similar to the pneumatic case described above in connection with
In summary, methods and apparatus have been provided for improved dual wheel differential locking systems. In some embodiments, the locking mechanism includes a radially-translating locking pin, while in others the locking mechanism includes an axially-translating locking pin. The embodiments may be manually, mechanically actuated (e.g., via a convenient fixture easily accessible via the wheel end) or may be actuated via a module or subsystem that the operator engages from within the cab of the vehicle (e.g., via an electromechanical, hydraulic, or pneumatic subsystem).
While at least one exemplary embodiment has been presented in the foregoing detailed description, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the disclosure in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient road map for implementing the exemplary embodiment or exemplary embodiments. Further, there is no intention to be bound by any expressed or implied theory presented in the preceding technical field, background, or detailed description.
As used herein, the term module refers to any hardware, software, firmware, electronic control component, processing logic, and/or processor device, individually or in any combination, including without limitation: application specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and memory that executes one or more software or firmware programs, a combinational logic circuit, and/or other suitable components that provide the described functionality. It should be understood that various changes can be made in the function and arrangement of elements without departing from the scope of the disclosure.
This application claims priority to U.S. Prov. Pat. App. No. 61/940,874, filed Feb. 18, 2014, the contents of which are hereby incorporated by reference.
| Number | Date | Country | |
|---|---|---|---|
| 61940874 | Feb 2014 | US |
