US20030047402A1 - Dual disconnect drive assembly - Google Patents
Dual disconnect drive assembly Download PDFInfo
- Publication number
- US20030047402A1 US20030047402A1 US09/950,574 US95057401A US2003047402A1 US 20030047402 A1 US20030047402 A1 US 20030047402A1 US 95057401 A US95057401 A US 95057401A US 2003047402 A1 US2003047402 A1 US 2003047402A1
- Authority
- US
- United States
- Prior art keywords
- output shafts
- differential assembly
- clutch
- universal joints
- assembly according
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
- B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D1/00—Couplings for rigidly connecting two coaxial shafts or other movable machine elements
- F16D1/02—Couplings for rigidly connecting two coaxial shafts or other movable machine elements for connecting two abutting shafts or the like
Definitions
- This invention relates to differential disconnect drive assemblies or mechanisms, and in particular to dual disconnect drive assemblies, for four-wheel drive vehicles which can be operated in either a two-wheel drive mode or a four-wheel drive mode.
- This invention comprises a differential having first and second side gears, which are rotatable about a common transverse axis. Rotatable first and second output shafts are co-axial with the side gears and are arranged to drive a pair of respective wheels, and a universal joint (e.g., a constant velocity joint) is disposed between each output shaft and a respective wheel end.
- a clutch mechanism is used for placing each output shaft simultaneously into or simultaneously out of driving engagement with the inboard side of an associated universal joint.
- An actuator is used to slidably and concurrently move the output shafts between the clutch engaging position and the clutch disengaging position with respect to the universal joint to thereby disconnect the output shaft from the associated axle shafts and joint assembly.
- the output shafts have clutch members for engaging the clutch members of the respective first and second universal joints, with the output shafts being simultaneously slidable in a first direction to a clutch engaging position and simultaneously slidable in a second direction to a clutch disengaging position.
- the output shafts are interconnected to provide simultaneous sliding movement.
- a preferred dual disconnect differential assembly includes, as axially engageable clutch members, a spline interface connection between the first and second universal joints and the respective first and second output shafts.
- a biasing means is provided for biasing the output shafts to a clutch disengaging position.
- the vehicle is in two-wheel drive mode when the clutch is disengaged and in four-wheel drive mode when the clutch is engaged.
- An actuator causes sliding movement of the interconnected output shafts to translate the shafts into the disengaged position.
- Another aspect of the clutch mechanism of the invention provides a pair of split-spline teeth on both the output shafts and the respective universal joints to reduce the travel distance required to engage/disengage the dual axle disconnect system.
- the differential assembly of the present invention possesses several advantages, including greater fuel economy, less wear, and less noise compared to previously known disconnect mechanism in which only a single output shaft and its axle shaft are disengaged from driving engagement with a differential when two-wheel drive mode is selected.
- Advantages of the present invention compared to previously known dual disconnect differential assemblies include a more robust design without increased packaged size, fewer parts and greater compactness, which makes it possible to utilize the present dual disconnect drive mechanism on any size vehicle, including a sub-compact automobile. This makes it possible to offer four-wheel drive on smaller vehicles, including sub-compact automobiles, which have not previously had optional four-wheel drive because of the space requirements of presently known dual disconnect mechanism.
- FIG. 1 is a sectional plan view of the invention according to a preferred embodiment of the invention.
- FIG. 2 is an enlarged sectional plan view of the invention according to a preferred embodiment of FIG. 1.
- FIG. 3 is a partial sectional plan view according to the invention according to a second embodiment of the invention. In this embodiment, the return spring 42 is not required.
- FIG. 4 is a perspective view of the interconnecting collar connecting the two output shafts of the second embodiment.
- FIG. 1 a dual disconnect differential assembly (or mechanism) according to this invention is shown for a front axle of a four-wheel drive (4WD) vehicle having a full-time rear axle and a part-time front axle.
- 4WD four-wheel drive
- the differential used in the practice of this invention may further include a differential cross pin 16 , and pinion gears 18 which are rotatably mounted with respect to cross pin 16 .
- the differential further includes first (or left-hand) and second (or right-hand) side gears 20 and 21 , respectively (see FIGS. 1, 2, and 3 ).
- Side gears 20 and 21 are coaxial and rotate about a common transverse axis, which is also the common axis of the aforementioned output shafts 24 , 25 .
- the outboard ends of the output shafts 24 , 25 are provided with universal joints 50 , 60 (e.g. constant velocity joints) between the output shafts 24 , 25 and the respective wheel ends.
- universal joints 50 , 60 e.g. constant velocity joints
- a clutch mechanism is provided between the universal joints 50 , 60 have respective output shafts 25 , 24 in the form of splines (for example, splines 25 a , 50 a ), as best seen in FIG. 2. These splines are formed on central bores of respective inner members at the inboard side of each universal joint 50 , 60 .
- the dual disconnect axle assembly 14 of this invention includes a coaxial first (or left-hand) output shaft 24 and a second (or right-hand) output shaft 25 .
- These output shafts 24 , 25 extend transversely and are coaxial with side gears 20 , 21 .
- These output shafts 24 , 25 extend from inboard ends near cross pin 16 to outboard ends, which extend outside the differential housing.
- Splines e.g.
- splines 25 a , 50 a are provided at the inboard ends of universal joints 50 , 60 for selectively driving the same and which may be conventional (e.g., universal joints) provided at respective outboard ends of output shafts 24 , 25 and extend transversely outwardly to wheels (not shown) at the sides of the vehicle.
- the first and second output shafts 24 , 25 are interconnected and axially slidable together as a unit.
- the present invention preferably provides a linking member 29 in the form of a linking rod or other suitable member that extends through the differential assembly to connect the two output shafts 24 , 25 .
- the invention provides simultaneous axial movement of the output shafts to thereby mutually disconnect the first and second output shafts 24 , 25 from the first and second universal joints 50 , 60 .
- the linking rod 29 passes through the cross pin 16 .
- the linking member 129 takes the form of a connecting sleeve that connects the output shafts 24 , 25 .
- the cross pin 16 passes through the connecting sleeve 129 at apertures 130 .
- the two driven output shafts 24 , 25 are securely linked together to provide mutual linear sliding movement between the clutch engaged and disengaged positions.
- the dual disconnect axle assembly 14 of this invention includes a clutch mechanism for simultaneously placing output shafts 24 , 25 either into or out of driving engagement with respective universal joints 50 , 60 .
- the splines between respective output shafts and the universal joints form part of this clutch assembly or mechanism.
- a compression spring 42 serves as biasing means to urge the axially slidable output shafts 24 , 25 to clutch disengaging position, i.e., to the right as seen in FIG. 1.
- Spring 42 abuts the first or left-hand output shaft 24 .
- a clutch actuator 40 may be provided as a shift fork having a bifurcated end portion which is received in groove 38 of clutch collar 36 fixedly provides on one of the output shafts.
- the shift fork 40 may be actuated by known means 41 , e.g., by electrical (which is preferred) or by hydraulic, pneumatic, vacuum, or mechanical means. Actuation may be initiated either automatically or by a manual operator, such as a manual or pedal control in the vehicle cab.
- the output shafts 24 , 25 and collar 36 are normally in clutch disengaging position, i.e., to the right as seen in FIG. 1.
- the vehicle is in two-wheel drive (2WD) mode when the clutch is disengaged.
- clutch actuator 40 moves clutch collar 36 to the left as seen in FIG. 1 against the bias of compression spring 42 .
- Clutch collar 36 pushes the output shafts 24 , 25 to the left against the bias of spring 42 , thereby placing the clutch members or splines on respective driven output shafts 24 , 25 in engagement with respective clutch members or splines (e.g., splines 52 a ) on respective universal joints 50 , 60 .
- clutch actuator 40 is moved to the right. This also slides clutch collar 36 to the right. Compression spring 42 then pushes output shafts 24 , 25 to the right, i.e., to the clutch disengaging position, to return the vehicle to two-wheel drive mode.
- the drawings herein show a differential assembly for a front axle of a vehicle.
- Most current vehicles which have four-wheel drive have a full-time rear axle and a part-time front axle.
- some recent four-wheel drive vehicles have a full-time front axle and a part-time rear axle.
- the differential assembly of this invention can be used on either the front axle or the rear axle, whichever axle is the part-time axle.
- the compression spring 42 (or other biasing means) is normally biased toward the clutch disengaging position, which results in disengagement of the part-time axle, since it is normally preferred to operate in two-wheel drive mode with the part-time axle disengaged except when driving conditions call for four-wheel drive operation.
- this spring can be biased toward clutch engaging position if desired.
- Other biasing means as for example, an air spring, can be used in place of the compression spring shown if desired.
- the biasing means can be dispensed with entirely provided that some means, such as magnets on the relatively slidable members. Such magnets, if used, must not be so strong as to prevent or impede relative rotation between adjacent axially slidable members.
- Other mechanical mechanisms which function to shift the output shafts 24 , 25 to the clutch disengaging position are also contemplated herein, and the second embodiment shown in FIG. 3.
- the present invention provides a simple and reliable mechanism for simultaneous differential connect and simultaneous differential disconnect.
- both output shafts 24 , 25 are simultaneously connected or disconnected from their respective universal joints 50 , 60 in the apparatus of this invention.
- the novel dual disconnect differential assembly herein avoids the known disadvantages of single shaft disconnect mechanism, such as back drive, as has been discussed earlier.
- the dual disconnect differential assembly of this invention is also compact. This makes part-time, dual disconnect four-wheel drive for compact and sub-compact vehicles possible.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
- Retarders (AREA)
Abstract
Description
- 1. Field of the Invention
- This invention relates to differential disconnect drive assemblies or mechanisms, and in particular to dual disconnect drive assemblies, for four-wheel drive vehicles which can be operated in either a two-wheel drive mode or a four-wheel drive mode.
- 2. Description of Related Art
- Four-wheel drive vehicles, which are operable in either a two-wheel drive mode or a four-wheel drive mode, have gained widespread popularity. Axle disconnect mechanisms, or differential disconnect mechanisms or assemblies for such vehicles are known.
- Commonly used disconnect mechanisms for four-wheel drive vehicles disconnect only one of the two output shafts on an axle assembly which is driven part time. This causes the pinion gears and the side gears of the differential to rotate due to back driving, although the differential case remains stationary. This is not compatible with speed-sensitive limited slip differentials. Also, single axle disconnect mechanisms may cause noise and wear and poor fuel economy due to rotation of the differential components while the vehicle is in two-wheel drive mode.
- Various dual disconnect differential assemblies or mechanisms have been proposed. These mechanisms in general have an unnecessary number of moving parts, are fairly complex, and would be suitable only for installation on relatively wide vehicles because of the space required. Earlier designs have interposed a clutch member between the side gear and the output shaft. None has achieved desirable commercial acceptance.
- This invention comprises a differential having first and second side gears, which are rotatable about a common transverse axis. Rotatable first and second output shafts are co-axial with the side gears and are arranged to drive a pair of respective wheels, and a universal joint (e.g., a constant velocity joint) is disposed between each output shaft and a respective wheel end. In accordance with this invention, a clutch mechanism is used for placing each output shaft simultaneously into or simultaneously out of driving engagement with the inboard side of an associated universal joint. An actuator is used to slidably and concurrently move the output shafts between the clutch engaging position and the clutch disengaging position with respect to the universal joint to thereby disconnect the output shaft from the associated axle shafts and joint assembly.
- In the preferred embodiment, the output shafts have clutch members for engaging the clutch members of the respective first and second universal joints, with the output shafts being simultaneously slidable in a first direction to a clutch engaging position and simultaneously slidable in a second direction to a clutch disengaging position. The output shafts are interconnected to provide simultaneous sliding movement.
- A preferred dual disconnect differential assembly according to the invention includes, as axially engageable clutch members, a spline interface connection between the first and second universal joints and the respective first and second output shafts. A biasing means is provided for biasing the output shafts to a clutch disengaging position. The vehicle is in two-wheel drive mode when the clutch is disengaged and in four-wheel drive mode when the clutch is engaged. An actuator causes sliding movement of the interconnected output shafts to translate the shafts into the disengaged position.
- Another aspect of the clutch mechanism of the invention provides a pair of split-spline teeth on both the output shafts and the respective universal joints to reduce the travel distance required to engage/disengage the dual axle disconnect system.
- The differential assembly of the present invention possesses several advantages, including greater fuel economy, less wear, and less noise compared to previously known disconnect mechanism in which only a single output shaft and its axle shaft are disengaged from driving engagement with a differential when two-wheel drive mode is selected. Advantages of the present invention compared to previously known dual disconnect differential assemblies include a more robust design without increased packaged size, fewer parts and greater compactness, which makes it possible to utilize the present dual disconnect drive mechanism on any size vehicle, including a sub-compact automobile. This makes it possible to offer four-wheel drive on smaller vehicles, including sub-compact automobiles, which have not previously had optional four-wheel drive because of the space requirements of presently known dual disconnect mechanism.
- FIG. 1 is a sectional plan view of the invention according to a preferred embodiment of the invention.
- FIG. 2 is an enlarged sectional plan view of the invention according to a preferred embodiment of FIG. 1.
- FIG. 3 is a partial sectional plan view according to the invention according to a second embodiment of the invention. In this embodiment, the
return spring 42 is not required. - FIG. 4 is a perspective view of the interconnecting collar connecting the two output shafts of the second embodiment.
- This invention will now be described in detail with reference to the best mode and preferred embodiments thereof.
- Referring now to FIG. 1, a dual disconnect differential assembly (or mechanism) according to this invention is shown for a front axle of a four-wheel drive (4WD) vehicle having a full-time rear axle and a part-time front axle.
- The differential assembly in general is driven by a longitudinally extending pinion shaft (or input shaft) not shown, which in turn may be driven by a drive shaft (not shown) which extends longitudinally from a vehicle transmission. The pinion shaft may engage a ring gear (not shown), which is affixed (e.g., bolted) to a
differential case 12.Differential case 12 is rotatably mounted in adifferential housing 14 by means ofbearings 15.Differential case 12 and the ring gear affixed thereto rotate about a transverse horizontal axis ‘x-x’, which is the axis ofoutput shafts - The differential used in the practice of this invention may further include a
differential cross pin 16, andpinion gears 18 which are rotatably mounted with respect tocross pin 16. The differential further includes first (or left-hand) and second (or right-hand)side gears Side gears aforementioned output shafts - The outboard ends of the
output shafts universal joints 50, 60 (e.g. constant velocity joints) between theoutput shafts - In accordance with the present invention, a clutch mechanism is provided between the
universal joints respective output shafts splines universal joint - As with the conventional differential drive assembly, the dual
disconnect axle assembly 14 of this invention includes a coaxial first (or left-hand)output shaft 24 and a second (or right-hand)output shaft 25. These output shafts 24, 25 extend transversely and are coaxial withside gears output shafts cross pin 16 to outboard ends, which extend outside the differential housing. Splines (e.g. splines universal joints output shafts - According to one important aspect of this invention, the first and
second output shafts member 29 in the form of a linking rod or other suitable member that extends through the differential assembly to connect the twooutput shafts second output shafts universal joints rod 29 passes through thecross pin 16. In the alternate embodiment of FIG. 3, the linkingmember 129 takes the form of a connecting sleeve that connects theoutput shafts cross pin 16 passes through the connectingsleeve 129 atapertures 130. In both illustrated designs, the two drivenoutput shafts - The dual
disconnect axle assembly 14 of this invention includes a clutch mechanism for simultaneously placingoutput shafts universal joints - The entire set of clutch members, including internally-splined
inner member 50 of the universal joints and externally-splinedoutput shafts slidable output shafts universal joints respective output shafts Output shafts universal joints universal joints - A
compression spring 42 serves as biasing means to urge the axiallyslidable output shafts Spring 42 abuts the first or left-hand output shaft 24. - To actuate the clutch mechanism, a
clutch actuator 40 may be provided as a shift fork having a bifurcated end portion which is received ingroove 38 ofclutch collar 36 fixedly provides on one of the output shafts. Theshift fork 40 may be actuated by knownmeans 41, e.g., by electrical (which is preferred) or by hydraulic, pneumatic, vacuum, or mechanical means. Actuation may be initiated either automatically or by a manual operator, such as a manual or pedal control in the vehicle cab. - The
output shafts collar 36 are normally in clutch disengaging position, i.e., to the right as seen in FIG. 1. The vehicle is in two-wheel drive (2WD) mode when the clutch is disengaged. To engage the clutch mechanism and place the vehicle in four-wheel drive (4WD) mode,clutch actuator 40 movesclutch collar 36 to the left as seen in FIG. 1 against the bias ofcompression spring 42.Clutch collar 36 pushes theoutput shafts spring 42, thereby placing the clutch members or splines on respective drivenoutput shafts universal joints output shafts universal joints joints clutch actuator 40 is moved to the right. This also slidesclutch collar 36 to the right.Compression spring 42 then pushesoutput shafts - The drawings herein show a differential assembly for a front axle of a vehicle. Most current vehicles which have four-wheel drive have a full-time rear axle and a part-time front axle. However, some recent four-wheel drive vehicles have a full-time front axle and a part-time rear axle. The differential assembly of this invention can be used on either the front axle or the rear axle, whichever axle is the part-time axle.
- The compression spring42 (or other biasing means) is normally biased toward the clutch disengaging position, which results in disengagement of the part-time axle, since it is normally preferred to operate in two-wheel drive mode with the part-time axle disengaged except when driving conditions call for four-wheel drive operation. However, this spring can be biased toward clutch engaging position if desired. Other biasing means, as for example, an air spring, can be used in place of the compression spring shown if desired.
- Further, the biasing means can be dispensed with entirely provided that some means, such as magnets on the relatively slidable members. Such magnets, if used, must not be so strong as to prevent or impede relative rotation between adjacent axially slidable members. Other mechanical mechanisms which function to shift the
output shafts - It is possible to use a solenoid operator, e.g., an annular solenoid operator surrounding the
output shafts 24, and, in that case, to dispense withcollar 36 if desired. However, the illustrated apparatus, including acollar 36 and ashift fork 40, is preferred since this gives more versatility both as to type and location of the actuator. - It is also possible to use a spider (which typically including a ring at its center with a plurality of radially extending arms extending outwardly from the ring) in place of the
cross pin 16 if desired. - The present invention provides a simple and reliable mechanism for simultaneous differential connect and simultaneous differential disconnect. In other words, both
output shafts universal joints - The dual disconnect differential assembly of this invention is also compact. This makes part-time, dual disconnect four-wheel drive for compact and sub-compact vehicles possible.
- While this invention has been described in detail with reference to the preferred embodiments thereof, it shall be understood that various modifications (including those specifically discussed above and others) can be made without departing from the scope and spirit of this invention.
Claims (18)
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US09/950,574 US20030047402A1 (en) | 2001-09-13 | 2001-09-13 | Dual disconnect drive assembly |
US10/084,487 US6659249B2 (en) | 2001-09-13 | 2002-02-28 | Dual disconnect drive assembly |
ZA200206492A ZA200206492B (en) | 2001-09-13 | 2002-08-14 | Dual disconnect drive assembly. |
JP2002258618A JP4296239B2 (en) | 2001-09-13 | 2002-09-04 | Double coupled disengagement drive axle differential assembly |
BR0203654A BR0203654B1 (en) | 2001-09-13 | 2002-09-09 | dual disconnect drive axle assembly and method of switching between two-wheel drive modes for four-wheel drive. |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US09/950,574 US20030047402A1 (en) | 2001-09-13 | 2001-09-13 | Dual disconnect drive assembly |
Related Child Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10/084,487 Continuation-In-Part US6659249B2 (en) | 2001-09-13 | 2002-02-28 | Dual disconnect drive assembly |
Publications (1)
Publication Number | Publication Date |
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US20030047402A1 true US20030047402A1 (en) | 2003-03-13 |
Family
ID=25490623
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US09/950,574 Abandoned US20030047402A1 (en) | 2001-09-13 | 2001-09-13 | Dual disconnect drive assembly |
US10/084,487 Expired - Fee Related US6659249B2 (en) | 2001-09-13 | 2002-02-28 | Dual disconnect drive assembly |
Family Applications After (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10/084,487 Expired - Fee Related US6659249B2 (en) | 2001-09-13 | 2002-02-28 | Dual disconnect drive assembly |
Country Status (2)
Country | Link |
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US (2) | US20030047402A1 (en) |
ZA (1) | ZA200206492B (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
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WO2013167279A1 (en) * | 2012-05-10 | 2013-11-14 | Goldhofer Aktiengesellschaft | Drive device for motor vehicles |
US20140332300A1 (en) * | 2013-03-10 | 2014-11-13 | Leonid Despotuli | System and method for controlling a vehicle |
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US7096990B2 (en) * | 2001-07-30 | 2006-08-29 | Spicer Technology Inc. | Double disconnect assembly for multi-axle vehicles |
US20080256914A1 (en) * | 2007-04-23 | 2008-10-23 | Ricketts Jonathan E | Method and device for automatically coupling a combine feeder interface and a combine header via a stationary gearbox |
US7975796B2 (en) * | 2008-06-30 | 2011-07-12 | Chrysler Group Llc | Reduced friction differential disconnect for a motor vehicle |
DE102009005378C5 (en) * | 2008-10-13 | 2018-06-21 | Magna powertrain gmbh & co kg | Powertrain for a motor vehicle |
US8292776B1 (en) * | 2009-06-17 | 2012-10-23 | Masaba Mining Equipment, Inc. | Drive system with low speed, high torque drive mode and freewheel mode |
CA2805163A1 (en) | 2010-07-20 | 2012-01-26 | Dana Heavy Vehicle Systems Group, Llc | Drive axle system having a clutching device |
US8523738B2 (en) | 2011-01-21 | 2013-09-03 | Dana Heavy Vehicle Systems Group, Llc | Method of shifting a tandem drive axle having an inter-axle differential |
US9638303B2 (en) * | 2015-03-12 | 2017-05-02 | GM Global Technology Operations LLC | Double disconnect front differential |
DE102015112102A1 (en) * | 2015-07-24 | 2017-01-26 | Gkn Driveline International Gmbh | Coupling module for a drive train and drive arrangement with a coupling module |
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US7096990B2 (en) * | 2001-07-30 | 2006-08-29 | Spicer Technology Inc. | Double disconnect assembly for multi-axle vehicles |
-
2001
- 2001-09-13 US US09/950,574 patent/US20030047402A1/en not_active Abandoned
-
2002
- 2002-02-28 US US10/084,487 patent/US6659249B2/en not_active Expired - Fee Related
- 2002-08-14 ZA ZA200206492A patent/ZA200206492B/en unknown
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2013167279A1 (en) * | 2012-05-10 | 2013-11-14 | Goldhofer Aktiengesellschaft | Drive device for motor vehicles |
US9308811B2 (en) | 2012-05-10 | 2016-04-12 | Goldhofer Aktiengesellschaft | Drive device for motor vehicles |
US20140332300A1 (en) * | 2013-03-10 | 2014-11-13 | Leonid Despotuli | System and method for controlling a vehicle |
US9643489B2 (en) * | 2013-03-10 | 2017-05-09 | Leonid Despotuli | System and method for controlling a vehicle |
US10875402B2 (en) * | 2013-03-10 | 2020-12-29 | Leonid Despotuli | System and method for controlling a vehicle |
Also Published As
Publication number | Publication date |
---|---|
US6659249B2 (en) | 2003-12-09 |
ZA200206492B (en) | 2003-06-06 |
US20030047403A1 (en) | 2003-03-13 |
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