Active and passive overrunning wheel end separation device

Abstract

An apparatus includes an axle, a hub, and active and passive overrunning hub clutches disposed between the axle and the hub. The active and passive overrunning hub clutches include a clutch hub, a hub, an active clutch between the clutch hub and the hub, and a passive clutch between the clutch hub and the hub. The wheel end includes a hub cap and active and passive overrunning hub clutches coupled to the hub cap.

Description

Technical Field

[0001] The present disclosure relates generally to vehicles and, more particularly, to drivetrains of vehicles, axles and wheel-end systems of the drivetrains, hubs and hub clutches of the wheel-end systems, and components for hub clutches. Background Art

[0002] A wheeled vehicle comprises wheels and one or more prime movers (such as an internal combustion engine and / or an electric motor) to rotatably drive the wheels. Some such vehicles may utilize electric motors to directly drive the wheels. Other such vehicles may also or alternatively include a drive train located between the prime mover and the wheels and comprising an axle for changing the drive rotation from a longitudinal direction along the length of the vehicle to a transverse direction. The latter-mentioned vehicles may also include a drive shaft coupled to the input side of the axle and an axle 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 such wheels include a hub that couples the wheel (e.g., a rim and a tire mounted on the rim) to a drive train axle, an electric motor shaft, or any other suitable shaft or torque input element. Some hubs include a hub clutch that is 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 highway speeds or to convert the vehicle from four-wheel drive mode to two-wheel drive mode.

[0003] However, currently available hub clutches may be too large or expensive or of poor quality or reliability. In one particular example, such clutches are not conducive to remote automatic disconnect capability between the prime mover and the wheels and are located too far from the wheels, making the clutch suboptimal for driveline efficiency. Likewise, currently available hub clutches may lack certain features. In another specific example, many such clutches have an on / off or engage / disengage capability, where the hub clutch will not actively engage the wheel axle to the hub until the driveline speed closely matches the wheel speed, but do not have an overrunning or freewheel clutching capability, where the hub clutch passively engages the wheel axle to the hub at the moment the driveline speed matches the wheel speed. Summary of the Invention

[0004] A device includes an axle, a wheel hub, and active and passive overrunning hub clutches disposed between the axle and the wheel hub.

[0005] An active and passive overrunning hub clutch comprises a clutch hub, a hub, an active clutch between the clutch hub and the hub, and a passive clutch between the clutch hub and the hub.

[0006] A wheel end includes a hubcap and active and passive overrunning hub clutches coupled to the hubcap. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] Figure 1 is an exploded perspective view according to an illustrative embodiment of a wheel end including an illustrative embodiment of a dual-plane active and passive overrunning wheel end disconnect device.

[0008] Figure 2 yes Figure 1 Another exploded perspective view of the wheel end and separation device.

[0009] Figure 3A yes Figure 1 Cross-sectional view of the wheel end and disconnect mechanism of FIG. 1 , illustrating the active strut in the non-deployed position.

[0010] Figure 3B yes Figure 1 Cross-sectional view of the wheel end and disconnect mechanism, illustrating the active strut in the deployed position.

[0011] Figure 4A is an exploded perspective view according to another illustrative embodiment of a wheel end including illustrative embodiments of active radial and passive in-plane overrunning wheel end disconnect devices.

[0012] Figure 4B yes Figure 4A An enlarged partial view of a wheel-end disconnect device illustrating the active struts biased toward the deployed position.

[0013] Figure 4C is similar to Figure 4A An enlarged partial view of an alternative wheel end disconnect device to the wheel end disconnect device shown in , but illustrating the active struts biased toward the non-deployed position.

[0014] Figure 5 4 is another exploded perspective view of the wheel end and the separation device.

[0015] Figure 6A and Figure 6B is a cross-sectional view of the wheel end and the decoupling device of FIG. 4 .

[0016] Figure 6C 4 is a partial axial view of the wheel end and the separation device.

[0017] Figure 7 is an exploded perspective view according to another illustrative embodiment of a wheel end including illustrative embodiments of active and passive radially overrunning wheel end disconnect devices.

[0018] Figure 8 yes Figure 7 Another exploded perspective view of the wheel end and separation device.

[0019] Figure 9A yes Figure 7 Cross-sectional view of the wheel end and decoupling device.

[0020] Figure 9B yes Figure 7 A partial axial view of the wheel end and decoupling device.

[0021] Figure 10 is an exploded perspective view according to additional illustrative embodiments of a wheel end, including illustrative embodiments of single-plane active and passive overrunning wheel end disconnect devices.

[0022] Figure 11 yes Figure 10 Another exploded perspective view of the wheel end and separation device.

[0023] Figure 12 yes Figure 10 Cross-sectional view of the wheel end and decoupling device.

[0024] Figure 13 yes Figure 10 Partial end view of the wheel end and disconnect assembly, illustrating the active and passive planar struts.

[0025] Figure 14 yes Figure 10 A partial end view of the wheel end and separator assembly of FIG. 1 is shown illustrating the notch in the notch plate portion of the wheel end cap.

[0026] Figure 15 is an exploded perspective view according to yet another illustrative embodiment of a wheel end including illustrative embodiments of active planar and passive radially overrunning wheel end disconnect devices.

[0027] Figure 16 yes Figure 15 Another exploded perspective view of the wheel end and separation device.

[0028] Figure 17A yes Figure 15 Cross-sectional view of the wheel end and disconnect device, illustrating the passive radial clutch portion.

[0029] Figure 17B yes Figure 15 Cross-sectional view of the wheel end and disconnect mechanism, illustrating the active flat clutch section.

[0030] Figure 18 is a schematic diagram according to an illustrative embodiment of a vehicle and includes Figure 1-17B Illustrative embodiments of a universal wheel end and a universal embodiment of a disconnect device. DETAILED DESCRIPTION

[0031] In contrast to complex conventional hub clutches or wheel-end disconnect devices, the present disclosure includes a relatively simple hub clutch or wheel-end disconnect device that is configured to allow the wheel hub to be operably engaged and disengaged from the axle of the vehicle's driveline and has an overrunning or freewheel mode. Generally, the device of the present disclosure includes active and passive overrunning hub clutches that include a wheel hub, a clutch hub, an active clutch between the clutch hub and the wheel hub, and a passive clutch between the clutch hub and the wheel hub. The active and passive overrunning hub clutches enable a one-way clutch freewheel or overrunning mode, wherein a driveline that rotates relatively slower than the wheel can gradually increase speed and catch up to the rotational speed of the wheel and passively engage the wheel to apply driving force to the wheel. The hub clutch disclosed herein can be used to engage, disengage, and freewheel a wheel end, such as a wheel end similar to that described in application PCT / US2022 / 38804 (Docket No.: AAGCM001-US), filed on July 29, 2022, and having publication number WO 2023 / 048826, corresponding to granted patent US 12,054,041, the contents of which are hereby incorporated herein by reference in their entirety. The novelty of active and passive overrunning hub clutches and wheel end disconnect devices imparts novelty to wheel end systems, axles, drivelines, and vehicles, all of which include the novel hub clutch. As taught and disclosed in the '804 application, the illustrated clutch embodiments shown in the accompanying drawings are all shown at wheel end outboard positions, but may also be positioned at wheel end inboard positions and still provide the same or similar benefits.

[0032] Please refer to the attached drawings for details. Figure 1 and Figure 2 A partial cross-sectional view of an illustrative embodiment of a wheel end 10 including an illustrative embodiment of a hub clutch 12 is shown. The wheel end 10 includes a clutch hub 14 configured to be coupled to a wheel axle (not separately shown), a hub body 15 ( Figure 3A ) of the wheel hub 13( Figure 3A) and a hub cover 16 coupled to the hub body 15 by bolts, studs or any other suitable fasteners (not shown), and a hub clutch 12 arranged between the clutch hub 14 and the wheel hub 13. Specifically, the hub clutch 12 is arranged between the clutch hub 14 and the hub cover 16 to couple and decouple the wheel hub 13 relative to the clutch hub 14. The wheel end 10 can rotate about the rotation axis A of the wheel end 10. The hub clutch 12 includes a clutch hub 14, a first clutch member or race 18 coupled to the clutch hub 14, and a second clutch member or race 20 coupled to the hub cover 16. The hub clutch 12 includes an active clutch 12a operably arranged between the first race 18 and the second race 20, and a passive clutch 12b operably arranged between the first race 18 and the hub cover 16.

[0033] Now see Figure 3A and Figure 3B The clutch hub 14 may include an inboard shoulder 22 and an adjacent inboard bearing journal 24 at the inboard end of the clutch hub 14 for carrying an inboard bearing 26 between the inboard shoulder 22 and a snap ring 28 or other retaining element that may be coupled to the clutch hub 14 at a location inboard of the inboard shoulder 22. The inboard bearing 26 may support a stator support 30 for a clutch actuator 32. The clutch hub 14 may include internal splines 34 for splined coupling to a wheel axle (not shown). The clutch hub 14 may also include an outboard shoulder 23 and an adjacent outboard bearing journal 25 at the outboard end of the clutch hub 14 for carrying an outboard bearing 27 between the outboard shoulder 23 and a corresponding shoulder 29 of the hub cap 16.

[0034] The first race (or first coupling member) 18 can be a combination of an axial pocket plate and an axial notch plate, with a plurality of passive pockets 36 in a passive pocket surface on the outside of the first race 18 and a plurality of active notches 38 in an active notch surface on the inside of the first race 18. In the illustrated embodiment, the first race 18 can be integrally formed with the clutch hub 14 such that the clutch hub 14 and the first race 18 can be integral. In other embodiments, the first race 18 can be splined or otherwise coupled to resist relative rotation relative to the clutch hub 14. The first race 18 can be axially retained relative to the hub cap 16 by a snap ring 39 or other retaining ring that is carried in a corresponding groove in the hub cap 16.

[0035] The second race (or second coupling member) 20 may be a pocket plate having an active pocket 40 on an outer side and an actuator element passage 42 extending through the race 20 and communicating with the active pocket 40 between the outer side and the inner side. A post retainer 41 may be coupled to the second race 20. The second race 20 may be axially retained relative to the clutch hub 14 by a snap ring 44 or other retaining ring carried in a corresponding groove in the clutch hub 14. The post retainer 41 may be secured to the clutch hub 14 by rivets 47 ( Figure 1 ) or bolts or any other suitable fasteners are fastened to the second seat ring 20.

[0036] The hubcap 16 can include a cover sidewall 46 and a cover end wall 48 coupled to the cover sidewall 46. The cover end wall 48 can be coupled to the cover sidewall 46 by being integral with the cover sidewall 46 (as illustrated) or by being splined to, fastened to, or otherwise separately connected to the cover sidewall 46 in any other suitable manner. In any case, a portion of the hubcap 16 serves as a clutch race, specifically a notch plate, with a passive notch 50 on the inside. The hubcap 16 can be a cup-shaped member, with the cover sidewall 46 including a longitudinally extending circumferential wall 46 a that can be splined internally, and with the cover end wall 48 including a transversely extending axial wall 48 a that can carry the passive notch 50.

[0037] The clutch actuator 32 includes a stator 52 supported by the stator support 30, which is carried by the bearing 26 on a radially outward side of the bearing 26. The clutch actuator 32 also includes a translator 54 carried radially outward of the stator 52 and radially inward of a portion of the hub cover 16 (e.g., the cover sidewall 46).

[0038] Figures 1 to 3B The hub clutch illustrated in FIG is a dual-plane active and passive overrunning clutch. An exemplary embodiment of a dual-plane clutch is described in U.S. patent application Ser. No. 18 / 132,800, filed on April 10, 2023, with docket number MNS142-US, assigned to the present assignee, and assigned to the present assignee, the contents of which are hereby incorporated by reference in their entirety.

[0039] The second race 20 is coupled to the longitudinally extending circumferential wall 46a of the hubcap 16 to resist relative rotation therebetween, and the first race 18 is coupled to the clutch hub 14 and is axially disposed between the second race 20 and the transversely extending axial wall 48a of the hubcap 16. More specifically, the second race 20 may be splined to the longitudinally extending circumferential wall 46a of the hubcap 16. The second race 20 includes an active recess 40, which is an axial recess in an axially outwardly facing active recess surface of the second race 20. The transversely extending axial wall 48a of the hubcap 16 includes a passive recess 50, which is an axial recess in an axially inwardly facing passive recess surface of the transversely extending axial wall 48a of the hubcap 16. Still more specifically, the first race 18 can be integral with the clutch hub 14 and include an active recess 38 and a passive recess 36, wherein the active recess 38 is in an active recess surface facing the active recess surface of the second race 20 and the passive recess 36 is in a passive recess surface facing the passive recess surface of the transversely extending axial wall 48a of the hub cover 16.

[0040] The active clutch 12a includes one or more active struts 56 between the active recess 40 in the active recess surface of the second race 20 and the active recess 38 in the active recess surface of the first race 18. The active strut 56 can be moved by a return spring 56a ( Figure 1 ) is biased to the non-deployed position. As used herein, the term non-deployed is synonymous with non-deployed, closed, deactivated, inactivated, disengaged, and unengaged. The active strut 56 of the active clutch 12a couples the second race 20 and the first race 18 only in the second rotational direction. The active clutch 12a may also include a plurality of active actuator elements, which may include active springs 57, wherein the clutch actuator 32 may include the active springs 57 and in any case move the active springs 57 to thereby pivotally move the active strut 56 to a deployed position between the second race 20 and the first race 18, such that the first race 18 is coupled to the second race 20 in the second rotational direction. As used herein, the term deployed is synonymous with active, open, engaged, and similar terms.

[0041] The passive clutch 12 b includes one or more passive struts 58 between the passive recess 36 of the first race 18 and the passive notch 50 in the transversely extending axial wall 48 a of the hubcap 16. The passive struts 58 of the passive clutch 12 b couple the first race 18 and the hubcap 16 only in a first rotational direction and allow the first race 18 to overtake the hubcap 16 in a second rotational direction circumferentially opposite the first rotational direction. The passive clutch 12 b may include passive actuator elements, which may include passive advance springs 59, which bias and move the passive struts 58 toward a deployed position between the first race 18 and the hubcap 16 and bias and move the passive struts 58 to the deployed position such that the first race 18 is coupled to the hubcap 16 in the first (forward) rotational direction and overtakes the hubcap 16 in the second (reverse) rotational direction.

[0042] The clutch actuator 32 includes a stator 52 and a translator 54, and may also include an active spring 57, which may be carried by a spring plate 60 of the clutch actuator 32, which may be moved by the translator 54. The clutch actuator 32 may also include a translator carrier 62, which may be used to carry or house other portions of the translator 54, and the translator carrier may include an outer cylindrical wall 64, which may be splined to the longitudinally extending circumferential wall 46a of the hubcap 16, and a shoulder 66, which may extend radially inward from the outer cylindrical wall 64 to serve as a stop for the spring plate 60. The translator carrier 62 may be retained axially relative to the hubcap 16 by a snap ring 65 or any other component or feature suitable for such retention.

[0043] The stator 52 remains stationary and does not rotate. The stator 52 is supported by the stator support 30, which is carried on the bearings 26 and can be fastened to or otherwise coupled to the stator 52. The stator 52 or stator support 30 can include an inner portion that can include an axially extending arm 68 ( Figure 1), the axially extending arm 68 can be fastened to an axle spindle (not shown) or other non-rotatable or fixed component to prevent the stator 52 from rotating, interengaged with the axle spindle or other non-rotatable or fixed component, or otherwise coupled to the axle spindle or other non-rotatable or fixed component to prevent the stator 52 from rotating. The stator 52 may include an electromagnet including an electromagnetic induction coil 70 carried between axially spaced fingers of a ferromagnetic housing 72. In other embodiments, the stator 52 may include any suitable structure for generating a magnetic field suitable for use with the hub clutch 12. In the illustrated example, the stator 52 has two electromagnetic induction coils 70 to generate magnetic flux when one or both electromagnetic induction coils 70 are energized. When the electromagnetic induction coils 70 are energized, the stator 52 unidirectionally applies a first magnetic control force to the translator 54 to cause the translator 54 to move along the rotational axis A. The translator 54 responds to the magnetic control force by moving the spring plate 60 and the corresponding active spring 57 along the rotational axis A. By reversing the direction of the current in electromagnetic induction coil 70 , translator 54 causes spring plate 60 and corresponding active spring 57 to move in opposite directions along axis of rotation A.

[0044] The translator 54 rotates with the hubcap 16. The translator 54 is supported for translational movement relative to the stator 52 along the rotational axis A between a first axial end position and a second axial end position, the first axial end position and the second axial end position corresponding to different operating modes of the hub clutch 12. The translator 54 can include a magnet carrier 74, a permanent magnet 76 carried by the magnet carrier 74, a spring plate spacer 78, which can be coupled to and disposed between the spring plate 60, and a snap ring 79, which can fit into a corresponding groove in the outer cylindrical wall 64 of the translator carrier 62 or any other suitable retaining element or feature to limit the travel of the magnet carrier 74. As illustrated, the spring plate spacer 78 can be integral with the outer cylindrical wall 64 of the translator carrier 62 or can be a separate component.

[0045] The illustrated wheel end includes a hubcap 16 and active and passive overrunning hub clutches 12 coupled to the hubcap 16, the active and passive overrunning hub clutches 12 constituting either a sleeve-type assembly or a stand-alone assembly. For example, the active and passive overrunning hub clutches 12 can be retained to the hubcap 16 by at least one of a plurality of retaining rings. In any case, this stand-alone assembly can be used with newly designed wheel ends or retrofitted to existing wheel ends, for example, as an aftermarket product to upgrade an existing vehicle with additional functionality. Thus, the existing hubcap can be removed from the existing wheel hub and replaced with a longer axle having splined ends. The new clutch hub 14 can be splined to the longer axle, and the new hubcap 16 can be bolted to the existing wheel hub using longer bolts or studs. The device can be self-contained for ease of handling and transport, such that all components of the device can be held together as an assembly by snap rings, screws, and / or any other suitable retainers and / or fasteners.

[0046] Figures 4A-6C Another illustrative embodiment of a wheel end 110 is shown that includes another embodiment of a hub clutch 112. The hub clutch 112 includes a clutch hub 114, a first or clutch member or race 119 coupled to the clutch hub 114, and a hub cover 116. The hub clutch 112 includes a driving clutch 112a operably disposed between the clutch member or race 119 and the hub cover 116, and a driven clutch 112b operably disposed between the clutch member or race 119 and the hub cover 116.

[0047] See also Figure 6A and Figure 6B The clutch hub 114 may include an inboard shoulder 122 and an adjacent inboard bearing journal 124 at the inboard end of the clutch hub 114; a thrust washer 121 located between the inboard shoulder 122 and an inboard bearing 126; and a snap ring 128 or other retaining element that may be coupled to the clutch hub 114 at a location inboard of the inboard shoulder 122. The adjacent inboard bearing journals 124 are used to carry an inboard bearing 126 between the inboard shoulders 122. The inboard bearing 126 may support a stator support 130 for a clutch actuator 132. The clutch hub 114 may include internal splines 134 for splined coupling to a wheel axle (not shown). The clutch hub 114 may also include an outboard shoulder 123 and an adjacent outboard bearing journal 125 at the outboard end of the clutch hub 114. The outboard bearing journal 125 is used to carry an outboard bearing 127 between the outboard shoulder 123 and a corresponding shoulder 129 of the hubcap 116.

[0048] The clutch race 119 may be a combination of radial and axial pocket plates with a passive axial recess 150 ( Figure 6B ), and an active radial recess 140 ( Figure 6A ). In the illustrated embodiment, the clutch race 119 can be splined to the clutch hub 114. In other embodiments, the clutch race 119 can be integrally formed with the clutch hub 114 such that these components are unitary, or the clutch race 119 can be otherwise coupled to resist relative rotation relative to the clutch hub 114 in any other suitable manner. The clutch race 119 can be axially retained relative to the hub cover 116 by a snap ring 139 or other retaining ring or other suitable retaining component or feature carried in a corresponding groove in the hub cover 116, and can be axially retained relative to the clutch hub 114 by a snap ring 145 or other retaining ring or other suitable retaining component or feature carried in a corresponding groove in the clutch hub 114.

[0049] The clutch actuator 132 includes a stator 152 that can be carried within the inner diameter of the hubcap 116. The clutch actuator 132 also includes a translator 154 that can be carried radially outside of the clutch hub 114 between the stator 152 and the clutch hub 114.

[0050] Figure 4- Figure 6B The hub clutch 112 shown in FIG. 1 is an active radial and passive planar overrunning clutch. An exemplary embodiment of a related clutch is described in U.S. patent application serial number 18 / 132,800, filed April 10, 2023, with docket number MNS142-US, now assigned to the present assignee, U.S. patent application serial number 12,092,172, the contents of which are hereby incorporated by reference herein in their entirety.

[0051] The clutch race 119 is coupled to the clutch hub 114 to resist relative rotation therebetween and is axially disposed between the clutch actuator 132 and the transversely extending axial wall 148a of the hub cover 116. More specifically, the clutch race 119 may be splined to the clutch hub 114. In other embodiments, the clutch race 119 may be integrally formed with the clutch hub 114 such that these components are integral. The clutch race 119 includes a radial recess 140 ( Figure 6A ), these radial recesses 140 are active recesses in the radially outwardly facing active recess surface of the clutch race 119. The transversely extending axial wall 148a of the hub cover 116 includes the axial recesses 136 ( Figure 6B), these axial recesses 136 are passive recesses in the axially inwardly facing passive recess surface of the transversely extending axial wall 148a of the hubcap 116. Still more specifically, the longitudinally extending circumferential wall 146a of the hubcap 116 includes active recesses 138 in an active recess surface facing the active recess surface of the clutch race 119, allowing the hubcap 116 to function as a radial clutch race, more specifically, as a notch race. Similarly, the axial recesses 150 are passive recesses in a passive recess surface facing the passive recess surface of the transversely extending axial wall 148a of the hubcap 116, allowing the hubcap to function as an axial or planar clutch race, more specifically, as a notch plate.

[0052] The active clutch 112a includes one or more active struts 156 between an active recess 140 in an active recess surface of the clutch race 119 and an active recess 138 in an active recess surface of the hub cover 116. The active struts 156 can be driven by active advance springs 156" ( Figure 4B ) is biased toward the deployed position. The active strut 156 of the active clutch 112a couples the clutch seat 119 only in the second rotational direction. The active clutch 112a may also include an active actuator element, which may include an active plunger 157, wherein the clutch actuator 132 may include an active plunger 157 and in any case move the active plunger 157 to thereby pivotally move the active strut 156 to the non-deployed position between the clutch seat 119 and the hub cover 116, so that the clutch seat 119 is decoupled from the hub cover 116. In another embodiment, as Figure 4C As illustrated, active strut 156 may be biased toward the non-deployed position by return spring 156 ′, wherein active plunger 157 pivotally moves active strut 156 to the deployed position between clutch race 119 ′ and hubcap 116 such that clutch race 119 ′ is coupled to hubcap 116 .

[0053] The passive clutch 112b includes one or more passive struts 158 between the passive recess 150 of the clutch race 119 and the passive recess 136 in the transversely extending axial wall 148a of the hub cover 116. The passive struts 158 of the passive clutch 112b couple the clutch race 119 and the hub cover 116 in the first rotational direction only and allow the clutch race 119 to overtake the hub cover 116 in the second rotational direction. The passive struts 158 can be driven by a passive advancing spring 159 ( Figure 6BMore specifically, the passive clutch 112b may further include passive actuator elements that may include advance springs 159 that bias and move the passive struts 158 toward a deployed position between the clutch race 119 and the hub cover 116, such that the clutch race 119 is coupled to the hub cover 116 in a first (forward) rotational direction and overtakes the hub cover 116 in a second (reverse) rotational direction.

[0054] See also Figure 6A and Figure 6B The clutch actuator 132 includes a stator 152 and a translator 154, and may also include an active plunger 157, which may be carried by a plunger carrier (e.g., plunger plate 160) of the clutch actuator 132, which may be moved by the translator 154. The clutch actuator 132 may also include a translator carrier 162, which may be used to carry or accommodate other portions of the translator 154 thereon, and the translator carrier may include an inner cylindrical wall 164, which may be splined to the clutch hub 114, and a shoulder 166, which may extend radially inward from the inner cylindrical wall 164 to serve as a stop for the plunger plate 160. The translator carrier 162 may be axially retained relative to the clutch hub 114 by a thrust washer 121 or any other component or feature suitable for such retention.

[0055] The stator 152 remains stationary and does not rotate. The stator 152 is supported by a stator support 130, which is carried on bearings 126 and can be an integral or single part of the stator 152 or can be separately fastened to or otherwise coupled to the stator. The stator 152 or stator support 130 can include an inner portion that can include an axially extending arm 168 that can be fastened to, interengaged with, or otherwise coupled to an axle spindle (not shown) or other non-rotatable or fixed component to prevent the stator 152 from rotating. The stator 152 can include an electromagnet including an electromagnetic induction coil 170 carried between a plurality of axially spaced fingers of a ferromagnetic housing 172. In other embodiments, the stator 152 can include any suitable structure to generate a magnetic field suitable for use with the hub clutch 112. In the illustrated example, the stator 152 has two electromagnetic induction coils 170 to generate magnetic flux when one or both electromagnetic induction coils 170 are energized. When the electromagnetic induction coils 170 are energized, the stator 152 unidirectionally applies a first magnetic control force to the translator 154, causing the translator 154 to move along the rotation axis A. The translator 154 responds to the magnetic control force by moving the plunger plate 160 and the corresponding plunger 157 along the rotation axis A. By reversing the direction of the current in the electromagnetic induction coils 170, the translator 154 causes the plunger plate 160 and the corresponding plunger 157 to move in the opposite direction along the rotation axis A.

[0056] The translator 154 rotates with the clutch hub 114, for example, by being splined to the clutch hub 114 or otherwise coupled to the clutch hub 114 to resist relative rotation. The translator 154 is supported for translational movement relative to the stator 152 along the rotational axis A between a first axial end position and a second axial end position, the first and second axial end positions corresponding to different operating modes of the wheel hub clutch 112. The translator 154 can include a magnet carrier 174, a permanent magnet 176 carried by the magnet carrier 174, a plunger plate hub 178 that can be coupled to and disposed between the magnet carrier 174 and the plunger plate 160, and a snap ring 179 or any other suitable retaining element or feature that can fit into a corresponding groove in the inner cylindrical arm 164 of the translator carrier 162 to limit the travel of the magnet carrier 174.

[0057] Figure 7-9BAnother illustrative embodiment of a wheel end 210 is shown that includes another embodiment of a hub clutch 212. The hub clutch 212 includes a clutch hub 114, a clutch member or race 219 coupled to the clutch hub 114, a driving clutch 212a operably disposed between the clutch race 219 and the hub cover 216, and a driven clutch 212b operably disposed between the clutch race 219 and the hub cover 216.

[0058] The clutch race 219 may be a dual radial pocket plate having a first set of radial pockets 240 in a radially outer portion of the clutch race 219 that carry first radial locking members or posts 256 and a second set of radial pockets 236 that carry second radial locking members or posts 258. The first radial locking members or posts 256 may be actively actuated by the clutch actuator 232, and the second radial locking members or posts 258 may be passively actuated. The first posts 256 and the second posts 258 are oriented in circumferentially opposite directions.

[0059] Figure 7 The hub clutch illustrated in FIG9 is an active and passive radial overrunning clutch. An exemplary embodiment of a related clutch is described in U.S. Patent 7,484,605, assigned to the present assignee, the contents of which are hereby incorporated herein by reference in their entirety. Another exemplary embodiment of a related clutch is described in U.S. Patent 10,590,999, assigned to the present assignee, the contents of which are hereby incorporated herein by reference in their entirety. In the '999 patent, one set of radial pawls can be actively controlled, and a different set of radial pawls can be actively controllable, but have their control deactivated or turned off to operate in a passive overrunning mode.

[0060] The majority of the wheel end 210 may be Figures 4A-6C The wheel end 110 is substantially identical to the wheel end 110, including bearings 126, 127, stator support 130, snap rings 128, 139, 145, thrust washer 121, and even the clutch hub 114 and clutch actuator 132 (including stator 152 and translator 154). The hub clutch 212 itself and hub cover 216 are identical to those in the Figures 4A-6C The hub clutch and hub cover shown in have some similarities, but are different, as discussed below.

[0061] The clutch race 219 is coupled to the clutch hub 114 to resist relative rotation therebetween and is axially disposed between the clutch actuator 132 and a transversely extending axial wall 248a of the hub cover 216. More specifically, the clutch race 219 may be splined to the clutch hub 114. In other embodiments, the clutch race 219 may be integrally formed with the clutch hub 114, such that these components are unitary. The clutch race 219 includes radial recesses 240, which are active recesses in the radially outwardly facing recess surface of the clutch race 219. The longitudinally extending circumferential wall 246a of the hub cover 216 includes recesses 251 in a recess surface facing the recess surface of the clutch race 219. The recesses 251 function as both passive and active recesses, allowing the hub cover 216 to function as a clutch race, more specifically, as a recessed race.

[0062] See also Figure 9B The active clutch 212a includes one or more active struts 256 between active recesses 240 in the recessed surface of the clutch race 219 and recesses 251 in the recessed surface of the hub cover 116. The active struts 256 may be biased to a deployed position by advance springs 256a. The active struts 256 of the active clutch 212a couple the clutch race 219 to the hub cover 216 only in the second rotational direction. The active clutch 212a may also include an active actuator element, which may include an active plunger 157. The clutch actuator 132 may include the active plunger 157 and in any case move the active plunger 157 to pivotally move the active struts 256 to a non-deployed position between the clutch race 219 and the hub cover 216, thereby decoupling the clutch race 219 from the hub cover 216.

[0063] The passive clutch 212b includes one or more passive struts 258 between the notches 251 of the clutch race 219 and the passive recesses 236 in the radially outward-facing recessed surface of the clutch race 219. The passive struts 258 of the passive clutch 212b couple the clutch race 219 and the hub cover 216 only in a first rotational direction and allow the clutch race 219 to overtake the hub cover 216 in a second rotational direction. The passive struts 258 can be biased to a deployed position by a passive advance spring 259. More specifically, the passive clutch 212b can also include a passive actuator element, which can include a passive advance spring 259, that biases the passive struts 258 toward a deployed position between the clutch race 219 and the hub cover 216 and moves the passive struts 258 to the deployed position, such that the clutch race 219 couples to the hub cover 216 in the first (forward) rotational direction and overtakes the hub cover 216 in the second (reverse) rotational direction.

[0064] Figure 10-14 An additional illustrative embodiment of a wheel end 310 is shown that includes an additional embodiment of a hub clutch 312. The hub clutch 312 includes a clutch hub 314, a clutch member or race 319 coupled to the clutch hub 314, a driving planar clutch 312a operably disposed between the clutch race 319 and a hub cover 316, and a driven planar clutch 312b operably disposed between the clutch race 319 and the hub cover 316.

[0065] See also Figure 12 The clutch hub 314 may include an inboard shoulder 322 and an adjacent inboard bearing journal 324 at the inboard end for carrying an inboard bearing 126 between the inboard shoulder 322 and a snap ring 128 or other retaining element, wherein a thrust washer 121 may be disposed between the inboard shoulder 322 and the inboard bearing 126. The inboard bearing 326 may support a stator support 330 for a clutch actuator 332. The clutch hub 314 may also include an outboard shoulder 323 and an adjacent outboard bearing journal 325 at the outboard end for radially carrying the outboard bearing 127 at the outboard end between the clutch hub 314 and a corresponding portion of the hub cover 316 (such as a hub cover) and / or a snap ring 331 carried in a corresponding groove of the clutch hub 314. The clutch hub 314 may include internal splines for splined coupling to a wheel axle (not shown).

[0066] See also Figure 12The clutch actuator 332 may include a stator 352 supported by the stator support 330 and a translator 354 radially carried between the stator 352 and the clutch hub 314, located between the support journals 324, 325 and may be axially retained to its clutch actuator 332 by a snap ring 128, a thrust washer 121 and / or any other retaining member (not shown) coupled to the clutch hub 314.

[0067] See also Figure 13 , the clutch member or seat 319 can be a single-plane pocket plate having a plurality of active pockets 340 carrying a plurality of active locking members or posts 356 and a plurality of passive pockets 336 carrying a plurality of passive locking members or posts 358 in the outer side of the clutch seat 319. The clutch seat 319 can also include a plurality of actuator channels 342 ( Figure 10 ), these actuator channels 342 extend through the clutch race 319 between the outer side and the inner side and communicate with the plurality of active recesses 340. The clutch race 319 may be splined or otherwise coupled to resist rotation relative to the clutch hub 314 and may be secured to the clutch hub 314 by a snap ring 139 ( Figure 12 ) or other retaining members coupled to the hub cover 316 and axially retained relative to the hub cover 316.

[0068] Figure 10-14 The hub clutch 312 shown in FIG is a single-plane active and passive overrunning clutch. An exemplary embodiment of a related clutch is described in U.S. patent application Ser. No. 17 / 994,310, filed on November 26, 2022, with docket number MNS135CIP-US and published as US2023 / 0160461, assigned to the present assignee, the contents of which are hereby incorporated by reference herein in their entirety.

[0069] The majority of the wheel end 310 may be Figure 7-9B The wheel end 210 is substantially identical, including bearings 126, 127, snap rings 128, 139 and thrust washer 121, with the exception of snap ring 347, which may be carried in a corresponding groove in the hub cover 316 to retain the outboard bearing 127. However, the hub clutch 312 itself and the hub cover 316 are identical. Figure 7-9B The hub clutch and hub cover shown in have some similarities, but are different, as discussed below.

[0070] The clutch race 319 is coupled to the clutch hub 314 to resist relative rotation therebetween and is axially disposed between the actuator 332 and the laterally extending axial wall 348a of the hub cover 316. More specifically, the clutch race 319 may be splined to the clutch hub 314. In other embodiments, the clutch race 319 may be integrally formed with the clutch hub 314, such that these components are unitary. The clutch race 319 includes active recesses 340, which are axial recesses in the axially outward-facing recess surface of the clutch race 319. The laterally extending axial wall 348a of the hub cover 316 includes recesses 351 in a recess surface facing the recess surface of the clutch race 319. These recesses 351 serve as both passive and active recesses, allowing the hub cover 316 to function as a clutch race, more specifically, as a recess plate. The recess has an active strut engagement feature 351a and a passive strut engagement feature 351b that is oriented circumferentially opposite the active strut engagement feature 351a.

[0071] See also Figure 10-11 Active clutch 312a includes one or more active struts 356 located between active recesses 340 in the recessed surface of clutch race 319 and recesses 351 in the recessed surface of hub cover 316. Active struts 356 can be biased to a non-deployed position by a return spring 356a. Active struts 356 of active clutch 312a couple clutch race 319 only in the second rotational direction. Active clutch 312a can also include active actuator elements, which can include active plungers 357. Clutch actuator 332 can include active plungers 357 and, in any case, move active plungers 357 to pivotally move active struts 356 to a deployed position between clutch race 319 and hub cover 316, coupling clutch race 319 to hub cover 316 in the second rotational direction. Active plungers 357 can include a coil spring, as shown, or a plunger with a tapered head, or any other suitable strut actuator element.

[0072] The passive clutch 312b includes one or more passive struts 358 carried in the passive recesses 336 of the clutch race 319 and between axial recesses 351 in the axially inwardly facing recessed surfaces of the clutch race 319 and the hub cover 316. The passive struts 358 of the passive clutch 312b couple the clutch race 319 and the hub cover 316 only in a first rotational direction and allow the clutch race 319 to overtake the hub cover 316 in a second rotational direction. More specifically, the passive clutch 312b may include a passive actuator element that may include a passive advancing spring 359 ( Figure 10), the passive forward spring 359 biases and moves the passive strut 358 toward a deployed position between the clutch seat 319 and the hub cover 316, so that the clutch seat 319 is coupled to the hub cover 316 in a first (forward) rotational direction and overtakes the hub cover 316 in a second (reverse) rotational direction.

[0073] Figure 15-17B Still another illustrative embodiment of a wheel end 410 including yet another embodiment of a hub clutch 412 is shown. The wheel end 410 and clutch 412 are Figures 4A-6C The wheel end and clutch shown are most similar. The hub clutch 412 includes a clutch hub 114, a clutch member or race 419 coupled to the clutch hub 114, an active planar clutch 412a operably disposed between the race 419 and the wheel hub 416, and a passive radial clutch 412b operably disposed between the race 419 and the wheel hub 416.

[0074] The race 419 can be a combination of a radial and axial pocket plate with an axial pocket 440 on the outside and a radial pocket 436 on the radially outward portion. In the illustrated embodiment, the race 419 can be splined to the clutch hub 114. In other embodiments, the race 419 can be integrally formed with the clutch hub 114 so that these components are integral, or the race 419 can be coupled in other ways to resist relative rotation relative to the clutch hub 114.

[0075] The majority of the wheel end 410 may be Figure 4A The wheel end 410 of FIG. 6C is substantially identical, including bearings 126, 127, stator support 130, snap rings 128, 139, 145, thrust washer 121, and even the clutch hub 114 and clutch actuator 132 including stator 152. The hub clutch 412 itself and hub cover 416 are identical to the hub clutch 412 itself. Figures 4A-6C The hub clutch and hub cover shown in have some similarities, but are different, as discussed below.

[0076] exist Figure 15-17B The hub clutch 412 shown in FIG is an active planar and passive radial overrunning clutch. An exemplary embodiment of a related clutch is described in US Pat. No. 8,079,453, assigned to the present assignee, the contents of which are hereby incorporated by reference in their entirety.

[0077] The clutch race 419 may be a combination of a radial pocket plate and an axial pocket plate with a passive radial pocket 436 ( Figure 15 ), and an active axial recess 440 ( Figure 16). The laterally extending axial wall 448a of the hub cover 416 includes an axial recess 438, which is a passive recess in the axially inwardly facing passive recess surface of the laterally extending axial wall 448a of the hub cover 416. Still more specifically, the longitudinally extending circumferential wall 446a of the hub cover 416 includes a passive recess 150 in a passive recess surface that faces the passive recess surface of the clutch seat 419, allowing the hub cover 416 to function as a clutch seat, more specifically, as a recessed seat. Similarly, the axial recess 440 is an active recess in an active recess surface that faces the active recess surface of the laterally extending axial wall 448a of the hub cover 416, allowing the hub cover 416 to additionally function as a clutch seat, more specifically, as a recessed plate.

[0078] Active clutch 412a includes one or more active struts 456 between active recesses 440 in the active recess surface of clutch race 419 and active recesses 438 in the active recess surface of hub cover 416. Active struts 456 can be biased toward a non-deployed position by return springs 456a. Active struts 456 of active clutch 412a couple clutch race 419 only in the second rotational direction. Active clutch 412a can also include an active actuator element, which can include an active plunger 457. Clutch actuator 432 can include active plunger 457 and, in any case, move active plunger 457 to pivotally move active struts 456 to a deployed position between clutch race 419 and hub cover 416, coupling clutch race 419 to hub cover 416.

[0079] The passive clutch 412b includes one or more passive struts 458 disposed between the passive recess 436 of the clutch race 119 and the passive recess 450 of the hub cover 116. The passive struts 458 of the passive clutch 412b couple the clutch race 419 and the hub cover 416 only in a first rotational direction and allow the clutch race 419 to overtake the hub cover 416 in a second rotational direction. The passive struts 458 may be biased to a deployed position by a passive advance spring 458a. More specifically, the passive clutch 412b may further include a passive actuator element, which may include a passive advance spring 458a, that biases and moves the passive struts 458 toward a deployed position between the clutch race 419 and the hub cover 416, such that the clutch race 419 couples to the hub cover 416 in the first (forward) rotational direction and overtakes the hub cover 416 in the second (reverse) rotational direction.

[0080] Figure 18An embodiment of a vehicle 502 is schematically shown that includes an arrangement including a driveline 504, an axle 506, a wheel 508, and a wheel end 510 that includes a hub 513 and couples the wheel 508 to the axle 506 via a hub clutch 512 between the axle 506 and the hub 513. The hub clutch 512 includes an active clutch 512a and a passive clutch 512b. The active clutch 512a is actuated by an actuator 532 and includes planar struts and / or radial struts. The actuator 532 can actuate the struts from a disconnected or disengaged position to an engaged or engaged position, or the actuator 532 can actuate the struts from an engaged or engaged position to a disconnected or disengaged position. The passive struts can include planar struts and / or radial struts and are generally biased toward the engaged position. Although not shown, the clutch 512 can also include a clutch hub, one or more clutch members or races, and / or a plurality of clutch members or races. Figure 1-17B Any other components described and / or illustrated in the embodiments of the present invention. Figure 1-17B Shown Figure 18 The device includes several specific examples.

[0081] Vehicle 502 can be any suitable type of wheeled vehicle having wheels, for example, a passenger car, a truck, an all-terrain vehicle, a camper, a bus, a tractor, a motorcycle, a tricycle, or any other vehicle suitable for use with the subject matter of the present disclosure. Although not shown separately, drive train 504 can include one or more prime movers (e.g., an electric motor and / or a combustion engine) or can be powered by one or more prime movers. Thus, drive train 504 can be part of a powertrain that can include an internal combustion engine, a transmission having an upstream end coupled to the engine and a downstream end coupled to the drive train, or simply an output shaft of an electric motor or can be provided according to any other configuration suitable for the subject matter of the present disclosure. Axle 506 can be a downstream portion of drive train 504 or can be a separate entity downstream of drive train 504 and can include an axle for coupling to a hub clutch 512 (e.g., a clutch hub coupled to hub clutch 512).

[0082] Hub clutch 512 operates in either a one-way clutch mode or a fixed mode. The one-way clutch mode direction is set based on the vehicle's forward direction and therefore rotates clockwise on one side of vehicle 502 and counterclockwise on the opposite side of vehicle 502. During normal driving operation, clutch 512 can operate in the fixed mode, in which forward and reverse torque can be applied from driveline 504 to wheels 508 in the forward and reverse directions of the vehicle, and forward and reverse torque can be driven rearward from wheels 508 during engine braking, regenerative braking, etc. Clutch 512 can also be switched from the fixed mode to a one-way clutch mode, in which vehicle 502 can coast in the forward direction of the vehicle and wheels 508 can move faster than or overtake driveline 504. This mode provides low drag for better efficiency during vehicle coasting without shifting driveline 504 of vehicle 502 into a neutral state. From this one-way clutch mode, the speed of the driveline 504 can be increased (e.g., by increasing the prime mover speed) so that when the speed of the driveline 504 increases, the clutch 512 reengages the axle 506 to the wheel hub 513 to match the speed of the wheel 508. This one-way clutch mode is also useful during towing of the vehicle 502, where the driveline 504 is not backdriven, which would cause excessive drag on the towing vehicle and potential damage to the driveline 504 and / or the prime mover. The two clutch modes can be changed during vehicle operation to switch back and forth between the desired modes via an actuator 532 coupled to the active clutch 512a. Depending on the specific vehicle embodiment, the actuator 532 can be used to move the active clutch 512a from an engaged state to a disengaged state or from a disengaged state to an engaged state. Driveline torque, speed, and packaging space can dictate which configuration is best among many different combinations of planar and radial struts in the active and passive portions of the clutch 512.

[0083] According to the following nomenclature, the clutch of the present disclosure can be characterized as having a strut / pawl position of 0 / 1, 1 / 1. The clutch can have multiple strut / pawl positions, for example, up / outward / uncovered or down / inward / covered. The term (_ / _) refers to the rotational direction, clockwise and counterclockwise (CW / CCW), where the first character _ refers to the clockwise direction, and the second character _ refers to the counterclockwise direction. 1 means the strut / pawl is up / outward / uncovered / advanced in the clutch locked or overrunning condition, while 0 means the strut is down / inward / covered / retracted, free in any rotational direction, so that the clutch races are disengaged relative to each other. For example, (1 / 1) means the strut / pawl set is locked up, in the CW rotational direction and the CCW rotational direction, and (0 / 1) means locked in CCW rotation or overrunning in CW rotation. The term "disengaged" means that the strut is actively retracted so that the races are freely rotatable in either circumferential direction relative to each other at any time. The term "overrunning" generally means that one rotating member is free to rotate relatively faster than another rotating member, and specifically means that with respect to a strut clutch, the strut is extended or free to extend toward its forward position, but is rotated around (and may contact) one of the races so that the strut carries no torque between the races. CW and CCW can be considered from a perspective looking in an axially outboard to inboard direction, as if looking at the wheels on a vehicle along the axis of their axles. For example, the right wheel of a vehicle would rotate clockwise in the forward direction of the vehicle, while the left wheel of the vehicle would rotate counterclockwise in the forward direction of the vehicle. Thus, the right wheel can have a clutch in a CW drive configuration, while the left wheel can have a clutch in a CCW drive configuration (e.g., as a mirror image of a clutch in a CW drive configuration).

[0084] Although the illustrated struts are shown as planar struts and radial struts pivotable about a single axis, the struts may be configured as spherical struts, wedge struts or wedge-shaped struts, roller struts, or any other strut shape configuration pivotable about one or more axes and suitable for advancement and retraction toward and away from engagement with the clutch seat.

[0085] The descriptions of the several embodiments described above and in combination and illustrated in the accompanying drawings are hereby incorporated by reference into each other, and the description of the common subject matter of the embodiments may not be repeated in general. Therefore, from the disclosure and teachings herein and in combination with the disclosure and teachings in the incorporated documents, various combinations of structures and functions are disclosed, even if not all are explicitly shown in the accompanying drawings.

[0086] Finally, the subject matter of the present application is currently disclosed using different terms in conjunction with several clear illustrative embodiments and modifications to these embodiments. Unless used in a context requiring different interpretations, all terms used herein are intended to be descriptive only, not necessarily restrictive, and are interpreted and understood according to their common and customary meanings in the art. And for convenience, each clear illustrative embodiment and modification are incorporated herein by reference, incorporated into one or more of the other clear illustrative embodiments and modifications. As such, many other embodiments, modifications, and their equivalents now exist or remain to be discovered, and therefore, it is neither intended nor possible to describe all such themes at present, which will be easily suggested to those of ordinary skill in the art in view of the present disclosure. On the contrary, the present disclosure is intended to cover all such embodiments and modifications and their equivalents of the subject matter of the present application that fall within the broad scope of the appended claims.

Claims

1. An active and passive overrunning hub clutch comprising: clutch hub; wheel hub; an active clutch between the clutch hub and the wheel hub; as well as A passive clutch is located between the clutch hub and the wheel hub.

2. The clutch according to claim 1, further comprising: a first clutch member coupled to the clutch hub; a second clutch member coupled to the wheel hub; the active clutch is between the first clutch member and the second clutch member; and The passive clutch is between the first clutch component and the wheel hub, Wherein, the clutch is a dual-plane clutch.

3. The clutch according to claim 2, wherein The wheel hub includes a hubcap, which is a cup-shaped member having a transversely extending axial wall and a longitudinally extending circumferential wall splined internally; the second clutch component being a race coupled to a longitudinally extending circumferential wall of the hubcap; and The first clutch component is a race coupled to the clutch hub and is disposed between the second clutch component and a laterally extending axial wall of the hubcap.

4. The clutch according to claim 3, wherein: the second clutch member being splined to the longitudinally extending circumferential wall of the hubcap and including an active pocket in an active pocket surface; The laterally extending axial wall of the hubcap includes a passive recess in a passive recess surface; as well as The first clutch member is splined to the clutch hub and includes an active recess in an active recess surface facing an active recess surface of the second clutch member and a passive recess in a passive recess surface facing a passive recess surface of a laterally extending axial wall of the hubcap.

5. The clutch according to claim 4, wherein: The active clutch includes an active strut between an active recess in an active recess surface of the second clutch member and an active notch in an active notch surface of the first clutch member; as well as The passive clutch includes a passive strut between a passive pocket of the first clutch member and a passive recess in a laterally extending axial wall of the hubcap.

6. The clutch according to claim 5, wherein: The passive strut of the passive clutch couples the first clutch component and the hub cover only in a first rotational direction and allows the first clutch component to overtake the hub cover in a second rotational direction; as well as The active strut of the active clutch couples the second rotatable component and the first rotatable component only in the second rotational direction.

7. The clutch according to claim 2, wherein: The passive clutch includes a passive spring and a passive strut, the passive spring moving the passive strut into a deployed position between the first clutch member and the wheel hub such that the first clutch member is coupled to the wheel hub in a first rotational direction and overtakes the wheel hub in a second rotational direction; as well as The active clutch includes an active spring, an active strut, and an actuator that acts on the active spring to pivotally move the active strut to a deployed position between the second clutch member and the first clutch member such that the first clutch member is coupled to the second clutch member in the second rotational direction.

8. The clutch according to claim 7, wherein: The actuator comprises: stator structure; a translator structure; and A strut actuator element is positioned between the translator structure and the active strut.

9. The clutch of claim 1 , further comprising: a clutch member coupled to the clutch hub; The active clutch is between the clutch member and the wheel hub; as well as The passive clutch is between the clutch member and the wheel hub.

10. The clutch according to claim 9, wherein The active clutch is an active radial clutch; and The passive clutch is a passive planar clutch.

11. The clutch according to claim 10, wherein The active clutch includes a radial recess in a radially outer portion of the clutch member, a radial notch in a radially inner portion of the hub, and a radial strut carried in the radial recess; and The passive clutch includes an axial recess in the outer side of the clutch member, an axial notch in the inner side of the hub, and a planar post carried in the axial recess.

12. The clutch according to claim 11, wherein The active clutch further includes an actuator to displace the radial struts radially outward, wherein The clutch member is disposed axially between the actuator and the inner side of the hub.

13. The clutch according to claim 12, wherein The actuator is coupled to the hub radially within a longitudinally extending circumferential wall of the hub.

14. The clutch according to claim 9, wherein The active clutch is an active radial clutch; and The passive clutch is a passive radial clutch.

15. The clutch of claim 14, wherein The active clutch includes an active radial recess in an active radial outer portion of the clutch member, an active radial notch in an active radial inner portion of the hub, and an active radial strut carried in the active radial recess; and The passive clutch includes a passive axial recess in a passive radially outer portion of the clutch member, the passive radially outer portion being circumferentially spaced from the active radially outer portion, a passive axial recess in a passive radially inner portion of the hub, the passive radially inner portion being circumferentially spaced from the active radially inner portion, and a passive radial strut carried in the passive radial recess.

16. The clutch of claim 15, wherein The active clutch further includes an actuator to displace the active radial strut radially outward, wherein The clutch member is disposed axially between the actuator and the inner side of the hub.

17. The clutch of claim 16, wherein The actuator is coupled to the hub radially within a longitudinally extending circumferential wall of the hub.

18. The clutch according to claim 9, wherein: The active clutch is an active planar clutch; and The passive clutch is a passive plane clutch, Wherein, the clutch is a single-plane clutch.

19. The clutch of claim 18, wherein The active clutch includes an active axial recess in the outer side of the clutch member, an active axial notch in the inner side of the hub, and an active axial strut carried in the active axial recess; and The passive clutch comprises a passive axial recess, a passive axial notch and a passive axial strut, wherein the passive axial recess is in the outer side of the clutch component, the passive axial notch is in the inner side of the hub, and the passive axial strut is carried in the passive axial recess, wherein: The passive axial recess, the passive axial notch, and the passive axial strut are all circumferentially spaced from the active axial recess, the active axial notch, and the active axial strut.

20. The clutch of claim 19, wherein The active clutch further includes an actuator to displace the active radial strut axially outward, wherein The first clutch member is disposed axially between the actuator and the inner side of the hub.

21. The clutch of claim 20, wherein The actuator is coupled to the hub radially within a longitudinally extending circumferential wall of the hub.

22. The clutch of claim 9, wherein The active clutch is an active planar clutch; and The passive clutch is a passive radial clutch.

23. The clutch of claim 22, wherein The passive clutch includes a radial recess in a radially outer portion of the clutch member, a radial notch in a radially inner portion of the hub, and a radial strut carried in the radial recess; and The active clutch includes an axial recess in the outboard side of the clutch member, an axial notch in the inboard side of the hub, and a planar post carried in the axial recess.

24. The clutch of claim 23, wherein The active clutch further includes an actuator to displace the axial struts axially outward, wherein The clutch member is disposed axially between the actuator and the inner side of the hub.

25. The clutch of claim 24, wherein The actuator is coupled to the hub radially within a longitudinally extending circumferential wall of the hub.

26. An apparatus comprising: axles; wheel hub; as well as Active and passive overrunning hub clutches are disposed between the axle and the wheel hub.

27. The device according to claim 26, wherein The active and passive overrunning hub clutches include: clutch hub; wheel hub; a driving clutch between the clutch hub and the wheel hub; and A passive clutch is located between the clutch hub and the wheel hub.

28. A vehicle comprising: The device according to claim 26; a drive train coupled to the axle; as well as A wheel is coupled to the hub.

29. A wheel end comprising: hubcaps; as well as Active and passive overrunning hub clutches are coupled to the hubcap.

30. The wheel end of claim 29, wherein: The active and passive overrunning hub clutches are retained to the hub cover by at least one retainer ring, such that the hub cover and the active and passive overrunning hub clutches form a single assembled component.

Images