Hub clutch, hub, wheel end system, axle, driveline, and vehicle

Abstract

A hub clutch includes a notch plate, a pocket plate having a plurality of pockets and a plurality of plunger channels in communication with the pockets, a plurality of locking members carried in the pocket plate pockets, and plungers carried in the pocket plate plunger channels and configured to drive the locking members into engagement with the notches in the notch plate. The clutch can also include a translator having a permanent magnet that cooperates with an electromagnet of a stator to translate the translator. The translator can be coupled to the locking members to translate the locking members into and out of engagement with the notch plate. A wheel end system including the hub clutch, a driveline including the wheel end system and hub clutch, and a vehicle including the driveline are also disclosed.

Description

[0001] Cross-reference to related applications

[0002] This application claims the benefit of U.S. Provisional Application No. 63 / 247,171, filed on September 22, 2021, the contents of which are incorporated herein by reference in their entirety. Technical Field

[0003] This disclosure relates generally to vehicles, and more specifically to the drivetrain of a vehicle, the axle and wheel-end system of the drivetrain, and the wheel hub and wheel-end clutch of the wheel-end system. Background Technology

[0004] Wheeled vehicles include wheels and one or more prime movers (such as internal combustion engines and / or electric motors) to rotatably drive these wheels. Some such vehicles may utilize electric motors to directly drive the wheels. Other such vehicles may also, or alternatively, include a drivetrain located between the prime mover and the wheels and including axles for changing the drive rotation from a longitudinal direction along the length of the vehicle to a lateral direction. The latter type of vehicle may also include a drive axle coupled to the input side of the axle and multiple axles extending laterally away from the axle and coupled to the wheels. Some vehicles may also include multiple sets of wheels and multiple axles, typically two rear axles and two sets of wheels driven by the axles. In any case, all these wheels include hubs that couple the wheels (e.g., rims and tires mounted on the rims) to drivetrain axles or electric motor axles. Some hubs include hub clutches configured to disconnect (and reconnect) the wheels from the prime mover, for example, to improve fuel economy when a vehicle with multiple driven rear axles is traveling at high speeds, or to switch the vehicle from a four-wheel drive mode to a two-wheel drive mode. However, currently available hub clutches may be too large or expensive, or of poor quality or reliability. Summary of the Invention

[0005] An illustrative embodiment of the hub clutch includes a recessed plate, a seated plate having recesses and plunger channels communicating with these recesses, locking members carried in the recesses of the seated plate, and plungers carried in the plunger channels of the seated plate and configured to actuate the locking members with the recesses in the recessed plate. The clutch may also include a transducer with a permanent magnet that cooperates with an electromagnet of the stator to translate the transducer. The transducer may be coupled to the locking members to convert them into engagement with and disengagement from the recessed plate. Other disclosed embodiments include: a wheel-end system including the aforementioned hub clutch or another hub clutch; a drivetrain including the wheel-end system and the hub clutch(s); and a vehicle including the drivetrain. Attached Figure Description

[0006] Figure 1 is a perspective view of an illustrative embodiment of a truck according to the present disclosure and includes a conventional wheel end system including a conventional wheel end hub according to the prior art and a new wheel end system including a new wheel end hub according to the present disclosure.

[0007] Figure 2 is a perspective view of another truck according to the present disclosure and shows a tractor trailer truck according to the present disclosure and includes a conventional wheel end system including a conventional wheel end hub according to the prior art and a new wheel end system including a new wheel end hub according to the present disclosure.

[0008] Figure 3 is a perspective view of a conventional wheel end system including a conventional wheel end hub according to the prior art.

[0009] Figure 4 is a longitudinal cross-sectional view of the conventional wheel end system including the conventional wheel end hub of Figure 3

[0010] Figure 5 is a perspective view of a new wheel end system including a new wheel end hub according to an illustrative embodiment of the present disclosure.

[0011] Figure 6 is a longitudinal cross-sectional view of the new wheel end system including the new wheel end hub of the present disclosure. Figure 5

[0012] Figure 6A is an enlarged view of the outboard portion of the new wheel end system including the new wheel end hub of Figure 6

[0013] is another view of the outboard portion shown in Figure 6B Figure 6A

[0014] Figure 7 is a schematic cross-sectional view of another illustrative embodiment of another new wheel end system according to the present disclosure including another new wheel end hub.

[0015] Figure 8 is a schematic cross-sectional view of another illustrative embodiment of another new wheel end system according to the present disclosure including another new wheel end hub.

[0016] Figure 9 is a schematic plan view of a vehicle having tandem coupled rear axles according to an illustrative embodiment of the present disclosure.

[0017] Figure 10 ​​​​is a schematic plan view of a vehicle with a disengaged rear axle according to illustrative embodiments of the present disclosure. DETAILED DESCRIPTION

[0018] Generally, one or more instances of illustrative embodiments of a multi-axle driveline, including a primary rear axle and a secondary rear axle for driving wheels of a tractor truck, will be used to describe a hub clutch. Reference will be made to use in a truck or tractor (e.g., class 8 tractor) to describe exemplary embodiments. However, it will be appreciated that as the description proceeds, the present disclosure is useful in many different applications and can be implemented in many other embodiments. To this end, and as used herein and in the claims, it will be understood that the term vehicle refers not only to commercial truck applications, but also to passenger vehicle applications, agricultural vehicle applications, military vehicle applications, or any other vehicle application, whether or not the vehicle includes a non-driving front axle and / or one or more driving rear axles. Similarly, the term axle includes a structure that rotatably supports a wheel on a vehicle, including an axle housing that couples the axle to a structural member of the vehicle, a hub configured to be removably secured to the wheel, and a spindle that rotatably supports the hub relative to the axle housing.

[0019] In contrast to complex conventional hub clutches, the present disclosure includes a relatively simple hub clutch that is configured to allow a hub to be operatively engaged and disengaged from an axle of a driveline of a vehicle. The hub clutch of the present disclosure includes a selectively rotatable notched plate including a plurality of notches and a hub mounting portion radially outward of the plurality of notches. The hub clutch also includes a rotatable pocket plate selectively engageable with the selectively rotatable notched plate and including a plurality of pockets corresponding to the plurality of notches of the selectively rotatable notched plate, and a plurality of plunger channels in communication with a plurality of pockets. The hub clutch also includes a plurality of locking members in the plurality of pockets of the pocket plate and selectively engageable with the plurality of notches of the selectively rotatable notched plate. The novelty of the hub clutch and hub provides novelty to wheel end systems, axles, and driveline trains, all of which include the novel hub clutch. The present disclosure also discloses novel driveline configurations that facilitate driveline efficiency improvements and can use the hub clutch of the present disclosure and / or other hub clutches.

[0020] Referring now to the drawings, Figure 1An illustrative embodiment of a vehicle, e.g., a truck 10, is shown that can be electrically powered and can include a chassis 12, a cab or body 14 that can be carried by a front portion of the chassis 12, a non-driven front axle 16 coupled to the front portion of the chassis 12, and front wheels 18 carried by the front axle 16. The truck 10 also includes at least one driven rear axle that can include a main rear axle 20 coupled to a rear portion of the chassis 12, a main electric motor 22 drivingly coupled to the main rear axle 20, a conventional hub 24 coupled to the main rear axle 20, and main rear wheels 26 coupled to the conventional hub 24. Similarly, the at least one rear axle can also include a secondary rear axle 28 coupled to the rear portion of the chassis 12, a secondary electric motor 30 drivingly coupled to the secondary rear axle 28, a new hub 32 of the present disclosure coupled to the secondary rear axle 28, and secondary rear wheels 34 coupled to the new hub 32. In particular, the new hub 32 has an axial length that is longer than an axial length of the conventional hub 24, but shorter than an axial overhang of a rim of the secondary rear wheels 34, the hub 32 being used with the secondary rear wheels such that the hub 32 fits axially within the rim overhang and thus does not axially protrude beyond the rim of the wheels 34. Further, the truck 10 includes a power source 36 for powering the main electric motor 22 and the secondary electric motor 30, and can be carried by the chassis 12 between the front axle 16 and the rear axles 20, 28, and can include a battery, a fuel cell, etc., as well as a power source regulator, a power source transformer, etc.

[0021] As will be described in greater detail below, the new hub 32 includes a novel arrangement of a hub clutch for decoupling the secondary rear wheels 34 from the secondary rear axle 28 to allow free wheel rotation of the rear wheels 34. The truck 10 can include a drive train that is at least partially made up of one or both of the rear axles 20, 28 and one or both of the hubs 24, 32. Likewise, the truck 10 can include a drive train made up of one or both of the electric motors 22, 30 and a drive train connected to one or both of the electric motors 22, 30. In other embodiments, the main rear axle 20 can include the new hub 32 instead of the conventional hub 24.

[0022] Similarly, referring to Figure 2 , the new hub 32 can be used with another illustrative embodiment of a vehicle, e.g., another truck 10', that can be powered by an internal combustion engine and is shown towing an additional truck 10" that can also be powered by an internal combustion engine (not shown). Each of the trucks 10', 10" is similar to Figure 1The electric motor powered trucks 10, in addition to each truck 10', 10" can include an internal combustion engine to drive a drive axle 38 that is drivingly coupled to at least one rear axle, such as the main rear axle 20. The trucks 10', 10" can have multiple rear axles, including the main rear axle 20 and a secondary rear axle (not shown). The engine (not shown) can provide power via the main rear axle to drive both the main rear axle 20 and the secondary rear axle (not shown), or the engine (not shown) can provide power to drive only the main rear axle 20, and another prime mover (e.g., an electric motor (not shown)) can provide power to drive the secondary rear axle (not shown). The trucks 10', 10" can include a drive train that is at least partially made up of one or both of the rear axles and the wheel hubs 24, 32. Likewise, the trucks 10', 10" can include a drive train that is made up of an internal combustion engine (not shown) and / or an electric motor (not shown), one or more transmissions (not shown) coupled to the engine, and a drive train coupled to the engine and / or electric motor via the transmissions. As will become clear from the following description, these new wheel hubs 32 allow one or more additional trucks 10" to be towed by the truck 10' without having to manually remove or disengage the axles from the drive train as is conventional. Moreover, and as will be described in greater detail below, the new wheel hubs 32 allow the wheels 34 to be disengaged from the drive train at highway speeds for better fuel economy.

[0023] Referring to Figure 3 and Figure 4 of the prior art, one or more of the several drive trains of the present disclosure can include a conventional wheel end system 23 that includes a conventional wheel hub 24 that includes a wheel hub body 40. Referring now to Figure 4The hub body 40 can include a hub inboard portion 42 having a hub inboard facing surface 44, a hub inboard outer surface 46 extending away from the inboard facing surface 44, and a hub inboard inner surface 48 extending away from the inboard facing surface 44 and including a seal pocket 50 and an inboard bearing pocket 52 including an inboard bearing journal 54 and an inboard bearing flange 56 extending laterally inwardly. The hub body 40 can also include a hub outboard portion 58 having a hub outboard facing surface 60 having a fastener passage 62 therein, a hub outboard outer surface 64 extending away from the outboard facing surface 60, and a hub outboard inner surface 66 extending away from the outboard facing surface 60 and having an outboard bearing pocket 68 including an outboard bearing journal 70 and an outboard bearing flange 72 extending laterally inwardly. The hub body 40 can also include or establish a spindle passage 74 extending along the axis A between the inboard portion 42 and the outboard portion 58, the spindle passage extending longitudinally and components rotating about the axis A, and can include a grease cavity 76 between the inboard bearing flange 56 and the outboard bearing flange 72. The hub body 40 can also include a hub flange 78 extending laterally (e.g., radially) outwardly from the outer surfaces 46, 64 of the hub body 40 and having a wheel fastener passage 80 extending therethrough for receiving a wheel fastener or lug 82 therethrough and configured to fasten to a lug nut (not shown) so as to couple a rim (not shown) to the hub body 40.

[0024] The hub 24 can also include a speed sensor ring 84 coupled to the facing surface 44 of the inboard portion 42 of the hub body 40, a spindle 86 extending into and through at least a portion of the spindle passage 74 of the hub body 40, an inboard bearing 88 about a spindle inboard portion 90 of the spindle 86 and carried in the inboard bearing recess 52 of the inboard portion 42 of the hub body 40 of the hub 24, and an outboard bearing 92 about a spindle outboard portion 94 of the spindle 86 and carried in the outboard bearing recess 68 of the outboard portion 58 of the hub body 40 of the hub 24. The spindle 86 can be hollow and can include the spindle inboard portion 90 having an inboard bearing shoulder 96 and an inboard outer surface extending in a direction away from the inboard bearing shoulder 96 and establishing an inboard bearing journal 98. The spindle 86 can also include the spindle outboard portion 94 having an outboard outer surface establishing an outboard bearing journal 100 and having a spindle nut diameter 102 having spindle nut engagement features (e.g., threads) and terminating in a spindle outboard facing surface 104, and a spindle intermediate portion 106 having a tapered outer surface 108. The hub 24 can further include a bearing isolation ring 110 between the inboard bearing 88 and the outboard bearing 92.

[0025] The hub 24 can additionally include a spindle nut system 112 axially outward of the outboard bearing 92 and coupled to the spindle 86. The spindle nut system 112 can include a spindle nut 114 having a hub 116 with an inner cylindrical portion having a spindle engagement feature (e.g., internal threads) that couples to a spindle nut engagement feature of the hub 86, and a lock ring groove (not shown). The spindle nut 114 also has a lock washer flange 118 extending laterally outward from the hub 116 and having a lock ring release 120 therein. The spindle nut system 112 can also include a retainer (e.g., a nut retaining split collar 122) coupled to the hub outboard portion 58 of the hub 24 via an annular groove in the outboard inner surface 66 of the outboard portion 58 of the hub 24 to restrain the lock washer flange 118 of the spindle nut 114 between the split collar 122 and the outboard bearing 92. The spindle nut system 112 can also include a lock washer 124 restrained between the lock washer flange 118 of the spindle nut 114 and the outboard bearing 92 and having a spindle engagement feature (e.g., radially inwardly extending teeth 126) and a circumferential array of lock ring apertures 128. The spindle nut system 112 can additionally include a lock ring 130 restrained in the lock ring groove of the spanner flat portion of the spindle nut 114 and having a lock washer engagement feature 132 (e.g., tangs or teeth) extending through the lock ring release 120 and into one of the lock ring apertures 128 of the lock washer 124. The spindle nut system 112 can include more or less than all of the foregoing components of the system 112, e.g., the system 112 can include only the spindle nut 114.

[0026] The wheel end system 23 can also include an axle 134 including an axle portion 136 extending through the hollow spindle 86 along the axis A and including an outboard portion 138 having a hub body engagement feature. The axle portion 136 can be hollow, or as shown have a solid cylindrical shape; while the outboard portion 138 can include a radially continuous flange extending radially outward from the axle portion 136. The engagement feature of the outboard portion can include a fastener passage 140 configured to receive a bolt through the fastener passage 140 to threadably connect to the hub body, or include a threaded stud 142 threadably connected to the hub body and a nut 144 threadably connected to the stud 142 to restrain the axle outboard portion 138 between the nut 144 and the hub body 40, as shown.

[0027] Referring now to Figure 5 and Figure 6 , the driveline can include the new wheel end system 31 according to the present disclosure and including the new hub 32 including the spindle 86. Referring now to Figure 6The new wheel hub 32 can include Figure 4 The conventional wheel hub comprises all its components, except for its flanged axle 134, and alternatively uses a flangeless axle 134', and also includes a hub clutch 146 with a component rotatable about axis A, the axle 134' rotating about axis A and releasably connecting the axle 134' and the hub body 40. The wheel end system design of this disclosure can be retrofitted to a conventional wheel hub body, wherein the bolt or stud 142" is larger than the conventional stud 142 ( Figure 4 It is longer and used to connect the hub clutch 146 to the hub body 40.

[0028] See now Figure 6A The hub clutch 146 may include a coupling and control assembly, which may be similar to that disclosed in US2021 / 0246950, which is assigned to the assignee and incorporated herein by reference in its entirety. The coupling and control assembly includes a coupling sub-assembly or assembly 148 comprising: a first coupling member 150, a second coupling member 152, and a plurality of locking members 154; the first coupling member is selectively rotatable about a rotation axis A; the second coupling member is rotatable about a rotation axis A; the locking members are used to transmit torque between the first and second coupling members 140, 142. The first coupling member 150 may be a notch plate and may include a first surface 156 having a plurality of locking features (e.g., notches 158). The second connecting member 152 can be axially held relative to the first connecting member 150. The second connecting member can be a recessed plate and may include a second surface 160 opposite to a first surface 156 of the first connecting member 150 and having a plurality of recesses 162, and a third surface 164 spaced apart from the second surface 160 and having a plurality of channels 166 communicating with the plurality of recesses 162. The locking member 154 can be a strut, such as a lever saw or lead screw shaped strut, or any other shape and / or configuration suitable for use with other components. When engaged with the first and second connecting members 150, 152, the locking member 154 prevents the connecting members 150, 152 from rotating relative to each other about axis A in at least one direction. These locking members 154, recesses 158, and recesses 162 can be arranged in an array, for example, circumferentially spaced (e.g., equidistantly spaced) about axis A.

[0029] The hub clutch 146 can further include a retainer ring or keeper, such as a snap ring 168, that can be carried in a corresponding groove in the inner surface 170 of the first coupling member 150 to axially retain the second coupling member 152 on the first coupling member 150. Likewise, the hub clutch 146 can further include another retainer ring or keeper, such as a snap ring 172, that can be carried in a corresponding groove or constrained behind a shoulder or the like. The hub clutch 146 can additionally include an orifice plate 174 disposed between the first coupling member 150 and the second coupling member 152 and having orifices corresponding to the notches 158 and pockets 162 and having edges about which the locking members 154 can pivot into and out of engagement with the notches 148.

[0030] The first coupling member 150 includes a notch plate portion 176 that carries the set of notches 158 and a mounting cylinder portion 178 that extends axially outward of and also axially away from the notch plate portion 176 in an axial inward direction and has a fastener passage 180 extending therethrough. Moreover, the first coupling member 150 includes an inboard bearing pocket 182 that is radially inward of the notch plate portion 176 and a hub cover portion 184 that is radially inward of the notch plate portion 176 and extends radially continuously on the axis of rotation A.

[0031] With continuing reference to Figure 6A The hub clutch 146 further includes a clutch hub 186 that is fixed against rotation to the second coupling member 152 and configured to be fixed against rotation to the axle 134' such as by a spline connection or key connection. The clutch hub 186 includes an inner surface 188 having axle engagement features that engage with clutch hub engagement features of the axle to secure the clutch hub 186 to the axle 134'. The clutch hub 186 also has an inboard bearing journal 190 and inboard bearing shoulder 192, an outboard bearing journal 194 and outboard bearing shoulder 196, and a converter journal 198 and converter shoulder 200 axially between the inboard and outboard bearing shoulders 190 and 196. The clutch hub 186 can further include a diameter expansion 202 between the converter journal 198 and the outboard bearing shoulder 196 and have second coupling member engagement features that can include an outer spline. Of course, the second coupling member 152 has an inner diameter 153 into which clutch hub engagement features, such as an inner spline, engage onto the second coupling member engagement features to prevent rotation.

[0032] The hub clutch 146 also includes an outer bearing 204, which is radially supported by an outer bearing journal 194 between the clutch hub 186 and the first connecting member 150, and axially supported by an outer bearing shoulder 196 and an outer bearing recess 182 of the first connecting member 150. The hub clutch 146 also includes an inner bearing 206, which is axially supported by an inner bearing journal 190 between an inner bearing shoulder 192 and a retaining ring 208, the retaining ring being supported in a groove in the bearing journal 190.

[0033] The hub clutch 146 includes the aforementioned coupling and control assembly, which further includes a control subassembly or assembly 210 that can be carried by the clutch hub 186. The control assembly 210 includes a stator 212 that includes at least one electromagnetic source (e.g., an electromagnet including an electromagnetic induction coil 214 carried between fingers of a ferromagnetic housing 215). In other embodiments, the electromagnetic source may include any suitable structure for generating a magnetic field suitable for use with the hub clutch 146.

[0034] Control assembly 210 also includes a stator support 216, which is arranged radially outward from clutch hub 186 and is coupled to spindle 86 in a way that prevents rotation. Figure 6 For example, stator support 216 can be connected to spindle 86 via bracket 218. Figure 6 The bracket has an outer portion 220 that can be welded, fastened (as shown), interference-fitted, joined together, or otherwise connected to the stator support 216 by fasteners 222, and the bracket also has an inner portion 224 that can be welded, fastened, interference-fitted, joined together, or otherwise connected to the spindle 86. Figure 6 The stator support 216 includes an outer portion that is coupled to a corresponding inner portion of the stator 212 by welding, fastening, interlocking, or any other suitable coupling configuration, thereby keeping the stator 212 from rotating. The stator support 216 also includes an inner bearing recess comprising a bearing journal 226 and a bearing shoulder 228. An inner bearing 206 may be axially constrained between a radially inwardly extending lip 230 of the stator support 216 and a retainer (e.g., a retaining ring 232) carried within an internal recess of the stator support 216. The control assembly 210 may also include an inner bearing 206 carried between inner bearing journals 190, radially between the clutch hub 186 and the stator support 216.

[0035] See also Figure 6AThe control assembly 210 may further include a converter 234 rotatable about a rotation axis A and coupled to the clutch hub 186 for rotation with the clutch hub and with the second coupling member 152, and the converter is translatable along the rotation axis A. The converter 234 may include a converter hub 235 having a body 236 and a plunger flange 238 extending radially outward from the body 236 at an outer portion of the body 236. The body 236 may include an inner surface that may be internally splined but slidable along a converter journal 198 of the clutch hub 186, wherein the converter journal 198 may be externally splined. The body 236 may also include an outer surface that includes a permanent magnet journal 240 at an inner portion of the body 236. Furthermore, a converter stop (e.g., an annular retaining ring 242) may be carried in a corresponding groove in the converter journal 198 of the clutch hub 186 to axially position the converter hub body 236 relative to the stator 212, and to be positioned between the retaining ring 242 and the diameter enlargement 202 of the clutch hub 186. The converter 234 also includes a permanent magnet source (e.g., a permanent magnet 244) carried by the converter hub 235 and cooperating with at least one electromagnet coil 214 of the stator 212 to translate the converter 234. The permanent magnet 244 may be carried by an intermediate carrier 245, which may be interference-fitted, welded, joined together, or otherwise coupled to the body 236 of the converter 234 in any suitable manner, and the permanent magnet 244 may include a ferromagnetic ring located on either side of the magnet 244. The converter 234 also includes a plunger 246 having a free end 248 configured to move within the channel 166 to engage the locking member 154, thereby actuating the locking member 154 as the converter 234 translates toward the first coupling member 150. The plunger 246 may include a spring, such as a helical compression spring as shown, or a shaft, or any other suitable plunger type.

[0036] See Figure 6B The hub clutch 146 can be activated to connect the axle 134' to the hub body 40. Figure 6 More specifically, the stator 212 can be energized to electromagnetically drive the permanent magnet 244 of the converter 234, and thus drive the converter hub 235 in an axially outward direction. Although not shown, the stator 212 can be supplied with controlled power via wiring that extends from the stator 212 to the open outer end of the hollow shaft 86. Figure 6 In the process, it passes through the hollow spindle 86 and exits the spindle 86 at or near its outer end. In any case, the hub body 236 of the converter 234 moves the piston 246 axially outward, and the piston 246 further moves the locking member 154 from its corresponding recess 162 of the second connecting member 152 to engage with its corresponding recess 158 of the first connecting member 150. See againFigure 6A The hub clutch 146 can be deactivated (or reverse-activated), causing the body 236 of the converter 234 to move in the axially inward direction under the biasing force of the piston 246 and / or under the electromagnetic force of the permanent magnet 244 of the converter 234 applied by the stator 212. Consequently, the locking member 154 retracts from it. The corresponding notch 158 of the first connecting member 150 returns to its corresponding recess 162 in the second connecting member 152. Of course, to facilitate this retraction, the torque applied through the axle 134' can be temporarily or momentarily stopped to allow the locking member 154 to disengage from the notch 158.

[0037] See now Figure 7 This illustrates another wheel-end system 250 according to another embodiment of the present disclosure. System 250 includes... Figure 5 Most of the 32-inch wheel hubs, except, for example, the 86-inch spindle. Figure 5 The spindle 86 is modified to be longer, extending far beyond the outer axial end 60 of the hub body 40. System 250 further includes a hub clutch 252 and a motor 254, the hub clutch being coupled to the outer axial end 60 of the hub body 40, and the motor located at the outer end of system 250. More specifically, motor 254 is located outside and connected to hub clutch 252 to drive hub 32' by selectively actuating hub clutch 252.

[0038] The hub clutch 252 includes a first coupling member or recess plate 256 fixed to the hub body 40, a second coupling member or recess plate 258 fixed to the rotatable output member 260 of the motor 254, and a locking member 262 selectively engageable in a recess of the recess plate 258 and with a recess of the recess plate 256 by cooperating splines, a key connection, or in any other suitable manner. The hub clutch 252 also includes a control assembly 264 selectively engaging the recess plate 258 to the recess plate 256 via the locking member 262, as previously described or in any other suitable manner and / or configuration. The motor 254 includes a stator 266 fixed relative to the hub body 40, an armature 267 rotatable relative to the stator 266, and a rotatable output member 260 fixed to the armature 267 and rotatable relative to the stator 266 and fixed to the recess plate 258. The hub clutch 252 can be axially constrained between the hub body 40 and the motor 254 via a bolt or threaded stud 268 extending through the motor 254 and a fixed portion of the hub clutch 252 and threadably connected to the outer axial end 60 of the hub body 40, with a bolt head or separate nut 270 coupled against an outer side surface of the motor 254. For example, the motor 254 can be carried on the mandrel 86', with a fixed portion 272 of the motor 254 supported on the outer portion 94' of the mandrel 86'. In an embodiment, the motor 254 can be an electric motor, and together with the hub clutch 252, both of which can be activated and controlled in any suitable manner to selectively drive the hub 32', for example, to tractionally drive a vehicle wheel system 250 including a wheel end. In another embodiment, the motor 254 can be a generator, and together with the hub clutch 252, both of which can be activated and controlled in any suitable manner to selectively regeneratively brake a vehicle wheel. Although not shown, a hub cover plate can be coupled at the outer axial end of the system 250, for example, via the stud 268 and nut 270 or in any other suitable manner.

[0039] Referring now to Figure 8 , another wheel end system 274 is shown in accordance with a further embodiment of the present disclosure. This embodiment is similar to the embodiment of Figure 7 , except that the hub clutch 252 and the motor 254 are located on the inboard side of the system 274, as will be described below. The system 274 includes Figure 5 most of the hub 32 of Figure 5The spindle 86" is long, extending well beyond the inboard axial end 44' of the hub body 40', and a hub cover 276 is fastened to the outboard axial end 60' of the hub body 40' by fasteners (e.g., threaded studs 142 and nuts 144). The system 274 additionally includes a hub clutch 252 coupled to the inboard axial end 44' of the hub body 40', and an electric machine 254 at the inboard end of the system 274, specifically at the inboard of the hub clutch 252, and coupled to the hub clutch 252 to drive the hub 32" via selective activation of the hub clutch 252. The hub clutch 252 can be axially constrained between the hub body 40' and the electric machine 254 via a bolt or threaded stud 268 extending through a fixed portion of the electric machine 254 and the hub clutch 252 and threaded into a fastening passage 278 of the inboard axial end 44' of the hub body 40', with a bolt head or separate nut 270 coupled against an inboard surface of the electric machine 254. The electric machine 254 may, for example, be carried on the spindle 86", with a fixed portion 272 of the electric machine 254 supportable on an inboard portion of the spindle 86". In an embodiment, the electric machine 254 can be an electric motor, and, together with the hub clutch 252, both of which can be activated and controlled in any suitable manner to selectively drive the hub 32", for example to tractionally drive a wheel of a vehicle including the system 274. In another embodiment, the electric machine 254 can be a generator, and, together with the hub clutch 252, both of which can be activated and controlled in any suitable manner to selectively regeneratively brake a vehicle wheel.

[0040] Referring now to Figure 9 , a vehicle (e.g., Figure 2The truck 10' includes a chassis 12', a cab or body 14' on the chassis 12', a front axle 16 and corresponding front wheels, and tandem coupled driven rear axles 20', 28' coupled to the chassis 12' and corresponding rear wheels 26', 34'. The first or driven primary rear axle 20' can be driven by an engine (not shown) via a first or primary rear axle drive shaft 38' that is drivingly coupled to the axle 20' and the corresponding primary rear wheels 26' are driven by the driven primary rear axle 20'. The second or driven secondary rear axle 28' can be driven by the engine via the driven primary rear axle 20' via an inter-axle drive shaft 280 and the corresponding secondary rear wheels 34' are driven by the driven secondary rear axle 28'. Each axle 20', 28' can include its own differential to allow the corresponding left and right wheels to rotate at different speeds. But the driven primary rear axle 20' can also include a lockable inter-axle differential 282 to allow the primary axle 20' and the secondary axle 28' to rotate at different speeds. The lockable inter-axle differential 282 can be activated to be locked to prevent loss of traction if one axle becomes high and loses traction. The truck 10' also has a hub clutch 146 connected between the secondary axle 28' and the corresponding secondary rear wheels 34'. The hub clutch 146 can be those clutches presently disclosed with respect to the previously presented embodiments or any other suitable hub clutch.

[0041] However, when the spindle 20' is driven alone, disengaging the hub clutch 146 alone is insufficient because the auxiliary wheels 34' will be driven rearward by engaging with the road, and thus, the auxiliary wheels 34' will continue to rotate at the same speed as the main wheels 26'. Furthermore, if the inter-axle driveshaft 280 is engaged, the components of the sub-axle 28' will continue to rotate, thus achieving no efficiency. Therefore, the truck 10' also includes an inter-axle disconnector or clutch 284, which can be engaged to disconnect the inter-axle driveshaft 280, and these hub clutches 146 can be engaged to disconnect the auxiliary wheels 34' from the sub-axle 28', thereby stopping the rotation of these components of the sub-axle 28'. In this case, there will be no traction on the downstream side of the inter-axle differential 282, allowing torque to flow so that only the downstream free end of the inter-axle differential 282 rotates, and allowing torque to flow through the main axle 20' to the main wheels 26', without unnecessary rotation of these components of the sub-axle 28'. Therefore, the inter-axle differential 282 must be locked (as shown by X) before the inter-axle disconnection 284 (as indicated by X) can be activated. Normally, the inter-axle differential is locked only when the vehicle is stationary or at speeds below 25 mph. However, if the spindle 20' is connected to the master wheels 26' via a hub clutch, for example, via the hub clutch 146 of this disclosure, and therefore can be disconnected from the master wheels 26' by activating these hub clutches, it is possible to lock the inter-axle differential 282 at vehicle speeds above 25 mph.

[0042] See now Figure 10 Vehicles (such as) Figure 2 The truck 10”) is similar to the previously described Figure 9 The 10' trucks share some similarities, but do not include Figure 9 The truck 10” has a series-driven rear axle. Instead, it includes a separate driven rear axle comprising a first or main rear axle 20” and a corresponding main rear wheel 26’ and a driveshaft 38’ dromedarily coupled to the main rear axle 20”, and a second or auxiliary rear axle 28” and a corresponding auxiliary rear wheel 34’ driven by the driveshaft 28”. The truck 10” may also include an electric motor, for example, an electric motor 286 dromedarily coupled to the second rear axle 28” to drive the auxiliary rear wheel 34’. The truck 10” also includes a hub clutch 146 coupled between the auxiliary rear wheel 34’ and the auxiliary rear axle 28”. The hub clutch 146 may be one of those clutches currently disclosed with respect to the previously presented embodiments or any other suitable hub clutch.

[0043] As used herein, the terms “for example,” “e.g.,” “for instance,” “like,” “for example,” “including,” “having,” “including,” and the like, when used in the preceding description, shall not be construed as resting on any one or more of the embodiments disclosed herein. Rather, such terms are merely used to provide examples or instances of the disclosure. Also, directional terms as “front,” “back,” “top,” “bottom,” “up,” “down,” “radial,” “circumferential,” “axial,” “lateral,” “longitudinal,” “vertical,” “horizontal,” “transverse,” and the like, are used as examples only, and not limiting.

[0044] Finally, the subject matter of the present application is presently disclosed in connection with several explicit illustrative embodiments and modifications to those embodiments using various terminology. Unless otherwise required by context, all terminology used herein is intended to be descriptive, not necessarily limiting, and is to be interpreted and understood according to its ordinary and customary meaning in the art. Also, for convenience, each explicit illustrative embodiment and modification is incorporated herein by reference, in combination with one or more of the other explicit illustrative embodiments and modifications. Thus, there are now, or will be, many other embodiments, modifications, and equivalents, and accordingly, it is now and hereby contemplated to neither explicitly describe all such embodiments, modifications, and equivalents, nor to limit the subject matter of the present application to that which can now be described. Rather, the disclosure is intended to cover all such embodiments, modifications, and equivalents, and to encompass all such subject matter of the present application within the broadest scope of the appended claims, as well as any and all equivalents thereof.

Claims

1. A hub clutch for a wheel hub, comprising: a selectively rotatable notch plate including a plurality of notches, and a hub mounting portion radially outward of the plurality of notches; a rotatable pocket plate selectively engageable with the selectively rotatable notch plate, and including a plurality of pockets corresponding to the plurality of notches of the selectively rotatable notch plate, and a plurality of plunger channels in communication with the plurality of pockets; and a plurality of locking members in the plurality of pockets of the pocket plate and selectively engageable with the plurality of notches of the selectively rotatable notch plate.

2. The hub clutch of claim 1, further comprising: a plurality of plungers carried in the plurality of plunger channels of the pocket plate; a stator including at least one electromagnet; and a translator rotatable about and translatable along an axis of rotation, and coupled to the pocket plate for rotation therewith, and including a translator hub coupled to the plurality of plungers, and a permanent magnet carried by the translator hub and cooperating with the at least one electromagnet of the stator to translate the translator, in turn driving engagement of the plurality of locking members with the plurality of notches of the notch plate to transfer torque between the notch plate and the rotatable pocket plate.

3. The hub clutch of claim 2, wherein, the translator hub having a body and a plunger flange extending radially outward from the body and coupled to the plurality of plungers.

4. The hub clutch of claim 3, wherein, the plurality of plungers comprised of a plurality of springs.

5. The hub clutch of claim 1, wherein, the hub mounting portion of the notch plate configured to fasten to a hub body of the wheel hub.

6. The hub clutch of claim 5, wherein, the hub mounting portion of the notch plate having a circumferential array of fastener channels extending therethrough to accommodate a plurality of fasteners extending through the hub body of the wheel hub and configured to fasten to the hub body of the wheel hub.

7. The hub clutch of claim 5, wherein, the hub mounting portion of the notch plate configured to couple to an inboard end of the hub body of the wheel hub.

8. The hub clutch of claim 7, wherein, an inboard end of the hub clutch configured to couple to an electric motor positioned inboard of the hub clutch.

9. The hub clutch of claim 5, wherein, the pocket plate axially retained relative to the selectively rotatable notch plate.

10. The hub clutch of claim 5, wherein, the hub mounting portion of the notch plate configured to couple to an outboard end of the hub body of the wheel hub.

11. The hub clutch of claim 10, wherein, an outboard end of the hub clutch configured to couple to an electric motor positioned outboard of the hub clutch.

12. The hub clutch of claim 2, further comprising: a clutch hub fixed against rotation to the pocket plate and configured to be fixed against rotation to an axle, and an outboard bearing disposed between an outboard portion of the clutch hub and a corresponding portion of the notch plate, wherein the translator is carried radially outward of the clutch hub.

13. The hub clutch of claim 2, wherein, the notch plate further comprising: an outer bearing journal radially inward of the plurality of pockets, and a hub shroud portion radially inward of the outer bearing journal and radially continuous on the rotational axis.

14. The hub clutch of claim 2, further comprising: a stator support comprising an outer portion coupled to the stator, and an inner bearing journal.

15. The hub clutch of claim 14, further comprising: a clutch hub having an inner surface having an engagement feature, an inner bearing journal and an outer bearing journal, a translator journal, wherein the translator hub is slidable along the translator journal, and a pocket plate engagement feature between the translator journal and the outer bearing journal and engaged with a plurality of corresponding engagement features of the pocket plate to rotationally fix the clutch hub to the pocket plate, and an inner bearing carried between the inner bearing journal of the clutch hub and the stator support.

16. The hub clutch of claim 15, wherein, the pocket plate further comprising: an outer bearing journal radially inward of the plurality of pockets, and a hub shroud portion radially inward of the outer bearing journal and radially continuous on the rotational axis.

17. The hub clutch of claim 16, further comprising: an outer bearing carried between the outer bearing journal of the clutch hub and the pocket plate.

18. A vehicle powertrain comprising: the hub clutch of claim 1 ; and an electric motor operably coupled to the pocket plate of the hub clutch.

19. A truck comprising the vehicle powertrain of claim 18.

20. A wheel end system comprising: a hub comprising: a hub body having a hub inner portion having a hub inner portion inner surface including an inner bearing journal, a hub outer portion having a hub outer facing surface, and a hub outer portion inner surface including an outer bearing journal, a spindle passage extending between the inner portion and the outer portion along a longitudinal axis, and a hub flange extending laterally outward from between the hub inner portion and the hub outer portion and having a wheel fastener passage extending therethrough; an inner bearing carried on the inner bearing journal of the inner portion of the hub body of the hub; an outer bearing carried on the outer bearing journal of the outer portion of the hub body of the hub; and the hub clutch of claim 1, wherein the selectively rotatable pocket plate is coupled to the hub body.

21. The wheel end system of claim 20, further comprising: a hollow spindle comprising a spindle inner portion having an inner bearing journal, and an outer bearing carried between the outer bearing journal of the clutch hub and the pocket plate. an axle outer portion having an outer outer surface with an outer bearing journal and an axle nut diameter with an axle nut engagement feature and terminating in an axle outer facing surface, wherein the hub further comprises an axle nut having an axle engagement feature engaged with the axle nut engagement feature of the axle.

22. A wheel end system comprising: a hub comprising a hub body having a hub outer portion having a hub outer surface with a fastener passage therein, and an axle passage, and a hub flange extending laterally outwardly and having a wheel fastener passage extending therethrough; a hub clutch comprising: a selectively rotatable first coupling member comprising a plurality of locking features and a hub mounting portion radially outward of the plurality of locking features and coupled to the hub outer portion of the hub, a rotatable second coupling member selectively engageable with the selectively rotatable first coupling member and comprising a plurality of recesses corresponding to the plurality of locking features of the selectively rotatable first coupling member and a plurality of passages in communication with the plurality of recesses, and a plurality of locking members in the plurality of recesses of the rotatable second coupling member and selectively engageable with the plurality of locking features of the selectively rotatable first coupling member; and an axle extending through the axle passage along an axis of rotation and comprising an outer portion rotationally fixed relative to the rotatable second coupling member.

23. A vehicle driveline comprising: the wheel end system of claim 22; a first rear axle comprising a lockable inter-axle differential; a first rear axle drive shaft drivingly coupled to the first rear axle; a second rear axle comprising the axle; an inter-axle drive shaft drivingly coupled between the first rear axle and the second rear axle; and an inter-axle clutch coupling and decoupling the second rear axle from the first rear axle.

24. A vehicle driveline comprising: the wheel end system of claim 22; a first rear axle; a first rear axle drive shaft drivingly coupled to the first rear axle; a second rear axle comprising the axle; and a second rear axle electric motor drivingly coupled to the second rear axle.

25. A vehicle driveline comprising: the wheel end system of claim 22; a first rear axle; a first rear axle electric motor drivingly coupled to the first rear axle; a second rear axle comprising the axle; and a second rear axle electric motor drivingly coupled to the second rear axle.

26. A wheel end system comprising: ​ ​ ​ a hub comprising a hub body having a spindle passage extending along a longitudinal axis, and a hub flange extending laterally outward from the hub body and having a wheel fastener passage extending therethrough, and a spindle nut system; a hollow spindle extending into the hub body and coupled to the spindle nut system; an axle extending through the hollow spindle along a rotational axis and comprising an outer portion having an engagement feature; and a hub clutch rotatable about the rotational axis and releasably coupling the axle and the hub body, and comprising a coupling assembly comprising: a first coupling member selectively rotatable about the rotational axis and comprising a first face having a plurality of locking features, a second coupling member rotatable about the rotational axis and comprising a second face opposite the first face of the first coupling member and having a plurality of pockets, a third face spaced apart from the second face and having a plurality of passages in communication with the plurality of pockets, a plurality of locking members in the pockets to transfer torque between the first and second coupling members, a clutch hub having an inner surface having an axle engagement feature to engage the engagement feature of the axle to secure the clutch hub to the axle, and a control assembly comprising: a stator comprising at least one electromagnet, a stator support disposed radially outward of the clutch hub of the coupling assembly, the stator support coupled to the spindle and the stator to hold the stator non-rotating, and a translator rotatable about the rotational axis and coupled to the clutch hub to be rotatable therewith and with the second coupling member, the translator translatable along the rotational axis, and the translator comprising a translator hub having a body having an inner surface slideable along a translator journal of the clutch hub, and an outer surface comprising a permanent magnet journal at an inner portion of the body, a plunger flange extending radially outward from the body at an outer portion of the body, a permanent magnet carried by the translator hub and cooperating with the at least one electromagnet of the stator to translate the translator, and a plunger having a free end configured to move within the passages to engage the locking members within the pockets to actuate the locking members as the translator translates.

27. The wheel end system of claim 26, wherein, the hub comprises: a hub inner portion having a hub inner facing surface, a hub outboard inner surface extending away from the outboard facing surface and including an outboard bearing recess comprising an outboard bearing journal and an outboard bearing flange extending laterally inward from the hub body, and wherein the spindle passage extends between the hub inboard portion and the hub outboard portion and includes a grease cavity between the inboard bearing flange and the outboard bearing flange.

28. The wheel end system of claim 27, wherein, the hub further comprises: a speed sensor ring coupled to the inboard facing surface of the inboard portion of the hub body, an inboard bearing carried by the inboard bearing journal of the inboard portion of the hub body of the hub, an outboard bearing carried in the outboard bearing recess of the outboard portion of the hub body of the hub, and a bearing spacer ring between the inboard bearing and the outboard bearing, and the spindle nut system comprises: a spindle nut having a hub with a cylindrical portion having a spindle engagement feature and a wrench flat portion having a locking ring flange, and a locking washer flange extending laterally outward from the spindle nut hub and having a locking ring release therein, a nut retaining split collar coupled to the outboard portion of the hub via an annular groove in the outboard inner surface of the outboard portion of the hub to restrict the locking washer flange of the spindle nut between the nut retaining split collar and the outboard bearing, a locking washer restricted between the locking washer flange of the spindle nut and the outboard bearing and having a spindle engagement feature and a circumferential array of locking ring apertures, and a locking ring restricted between the locking ring flange and the locking washer flange of the spindle nut and having a locking washer engagement feature extending through the locking ring release and into one of the locking ring apertures of the locking washer.

29. The wheel end system of claim 28, wherein, the spindle comprises: ​ ​ ​ ​ ​ a spindle inner portion having an inner bearing shoulder and an inner outer surface that extends with an inner bearing journal away from the inner bearing shoulder, a spindle outer portion having an outer outer surface with an outer bearing journal and a spindle nut diameter having a spindle nut engagement feature that couples to the spindle engagement feature of the spindle nut, and the spindle outer portion terminates at a spindle outer facing surface that is axially recessed relative to the hub outer facing surface, and a spindle middle portion having a tapered outer surface.

30. The wheel end system of claim 26, wherein, the second coupling member is axially retained relative to the first coupling member, and the first coupling member includes a notched plate portion that carries a plurality of locking features, a mounting cylinder portion radially outward of the notched plate portion and having a plurality of fastener passages extending therethrough, an outer bearing pocket radially inward of the notched plate portion, and a hub cover portion radially inward of the notched plate portion and extending radially continuously on the rotational axis.

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