WHEEL UNCOUPLING DEVICE WITH A MANUALLY OPERATED STRUT COUPLING AND / OR A PASSIVE STRUT COUPLING

Abstract

A wheel decoupling device comprises a manual actuator with a manual driver accessible through a central opening in a coupling housing and a manual follower arranged axially inward of the manual driver. The decoupling device also comprises a manually operated strut coupling with a pocket plate arranged axially inward of the manual follower of the manual actuator, with a notched plate arranged axially inward of the pocket plate and with notches, and with struts that are received in the pockets of the pocket plate and can be moved into the notches of the notched plate by the manual actuator.A wheel assembly comprises a wheel hub, an axle shaft, and a wheel decoupling device, which includes a manually operated strut coupling to selectively couple the wheel hub to the axle shaft and to selectively decouple the wheel hub from the axle shaft, and / or a passive one-way coupling that drives the axle shaft to the wheel hub and allows the wheel hub to be rotated relative to the axle shaft.

Description

Technical field

[0001] The present invention relates generally to vehicles and in particular to vehicle drive trains, axles and wheel assemblies of drive trains, wheel hubs and wheel decoupling devices for wheel assemblies, as well as to actuating mechanisms for connecting devices for wheel decoupling devices. background

[0002] Wheeled vehicles comprise wheels and one or more propulsion machines, such as an internal combustion engine and / or an electric motor, to rotate the wheels. In some vehicles, the wheels can be driven directly by an electric motor. Other vehicles of this type may additionally or instead have a drivetrain located between the propulsion machine and the wheels, which includes an axle to convert the rotational drive from a longitudinal direction along the length of the vehicle to a transverse direction. The latter vehicles may also include a driveshaft connected to the drive end of the axle, as well as axle shafts extending transversely from the axle and connected to the wheels. Some vehicles may further have multiple wheelsets and multiple axles, typically two rear axles and two wheelsets driven via the axles.In any case, all these wheels have wheel hubs that connect the wheels (e.g., the wheel rim and the tire mounted on the rim) to a drivetrain axle or an electric motor shaft. Some wheel hubs include wheel decoupling devices designed to disconnect (and reconnect) the wheels from a drive motor, for example, to reduce fuel consumption when a multi-driven rear-axle vehicle is traveling at highway speeds, or to switch a vehicle from four-wheel drive to two-wheel drive mode.

[0003] However, currently available wheel decoupling devices can be too bulky, too expensive, too complex, or of poor quality or reliability. A concrete example: Many existing manual jaw couplings, while having an on / off function (bidirectionally engaged or drive-coupled / bidirectionally disengaged), require circumferential alignment for engagement and an axially bulky assembly.Furthermore, such manual claw couplings may not have the functionality of a passive one-way coupling, in which a passive one-way coupling is connected between the wheel hub and the axle shaft to allow, during overrun in the forward direction of the vehicle, over-rotation of the wheel hub or a faster rotation of the wheel hub than the axle shaft, as well as to allow the axle shaft to be accelerated until it rotates at the same speed as the wheel hub, and then to drive the wheel hub rotationally once the speed of the axle shaft equals the wheel speed. Summary

[0004] A wheel assembly comprises a wheel hub, an axle shaft and a wheel decoupling device with a manually operated strut coupling, also known as a strut coupling or locking element coupling, to selectively couple the wheel hub to the axle shaft and selectively decouple it from the axle shaft.

[0005] A wheel decoupling device comprises a coupling housing with a radial outer wall and a radial inner wall through which a central opening is defined, and encloses a longitudinal axis. The decoupling device also comprises a manual actuator with a manual drive lever accessible through the central opening of the coupling housing, and with a manual follower that is accommodated inside the manual drive lever and radially inside the radial inner wall of the coupling housing.The decoupling device further comprises a manually operated strut coupling with a pocket plate arranged axially inwards of the manual follower of the manual actuator and having a plurality of pockets, a notched plate arranged axially inwards of the pocket plate and having a plurality of notches, and a plurality of struts which are received in the plurality of pockets of the pocket plate and can be moved into the plurality of notches of the notched plate by the manual actuator.

[0006] A wheel assembly comprises a wheel hub with a hub body having a kingpin opening extending along a longitudinal axis, a hub flange extending transversely outwards from the hub body with openings for wheel fasteners, and a kingpin nut assembly. The assembly further comprises a kingpin projecting into the hub body and connected to the kingpin nut assembly, an axle shaft extending through the kingpin along an axis of rotation and having an outer section with engagement elements, and a manually operated wheel decoupling device that can rotate about the axis of rotation and detachably connects the axle shaft to the hub body.The decoupling device comprises a coupling housing connected to the wheel hub body and enclosing a longitudinal axis, a manual actuator, and a strut coupling that can be actuated by the manual actuator and is at least partially received by the coupling housing. The coupling comprises a pocket plate arranged axially inward of a portion of the manual actuator and having a plurality of pockets, a notched plate arranged axially inward of the pocket plate and having a plurality of notches, and a plurality of struts that are received in the plurality of pockets of the pocket plate and can be moved into the plurality of notches of the notched plate by the manual actuator.

[0007] A wheel assembly comprises a wheel hub, an axle shaft and a wheel decoupling device with a passive one-way coupling, which couples the axle shaft to the wheel hub in a drive-related manner and allows the wheel hub to be rotated relative to the axle shaft. Brief description of the drawings Fig. Figure 1 shows a perspective view of a conventional wheel assembly seen from the outside, including a conventional wheel hub according to the state of the art. Fig. Figure 2 shows a longitudinal section view of the conventional wheel assembly, including the conventional wheel hub made of Fig. 1. Fig. Figure 3 shows a fragmentary view of a novel wheel assembly seen from the outside, with a wheel hub and a novel wheel decoupling device coupled to the wheel hub, according to an illustrative embodiment of the present disclosure. Fig. Figure 4 shows a fragmentary longitudinal sectional view of the novel wheel assembly including the novel wheel decoupling device, which is connected to an outer surface of the wheel hub made of Fig. 3 is connected. Fig. Figure 5 shows an enlarged perspective view of the novel wheel decoupling device made of Fig. 3 seen from the outside. Fig. Figure 6 shows an expanded view of the novel wheel decoupling device made of Fig. 3 seen from the inside, including a strut coupling and a manual actuator for manually operating the strut coupling. Fig. Figure 7 shows an expanded view of the novel wheel decoupling device made of Fig. 3 seen from the outside, including the strut coupling and the manual actuator. The Fig. 8A and Fig. Figure 8B shows fragmentary longitudinal section views of the novel wheel decoupling device. Fig. 3, wherein Fig. 8A a disengaged state and Fig. 8B represents a engaged state. Fig. Figure 9 shows a perspective view of a housing of the decoupling device of the novel wheel decoupling device. Fig. 3. Fig. Figure 10 shows a perspective view of a manual actuator of the novel wheel decoupling device. Fig. 3. Fig. Figure 11 shows a side view of the in Fig. 10 shown manual drive units. Fig. 12 shows a view of the in Fig. 10 shown manual drive units seen from the inside. Fig. Figure 13 shows a perspective view of a follower of the manual actuator of the novel wheel decoupling device. Fig. 3. Fig. Figure 14 shows a view of the in Fig. 13 shown, follower of the manual actuator seen from the inside. Fig. 15 shows a side view of the in Fig. 13 shown follower of the manual actuator. The Fig. 16 and Fig. Figure 17 shows perspective views of part of the manual actuator for the [unclear text]. Fig. 6 and Fig. 7 strut coupling shown, and also with a translator plate, strut activation springs and plate return springs. Fig. Figure 18 shows a perspective view of a pocket plate of the strut coupling. Fig. Figure 19 shows another perspective view of the pocket plate of the strut coupling. Fig. Figure 20 shows a perspective view of a notched plate of the strut coupling seen from the outside. Fig. Figure 21 shows a fragmentary longitudinal section view of a further embodiment of a novel wheel decoupling device, including a novel passive one-way coupling with a passive pocket plate that is bidirectionally attached to an active pocket plate and can be passively unidirectionally attached to a notched plate of the novel wheel decoupling device. Fig. Figure 22 shows an expanded view of a wheel decoupling device with a single-plane strut coupling with one-way functionality and with bidirectionally locked functionality (0 / 1 1 / 1). The Fig. 23A and Fig. Figure 23B shows fragmentary schematic longitudinal sectional views of a coupling housing and a manual actuator screwed to the housing, and shows a state with the coupling disengaged in Fig. 23A and a state with the clutch engaged in Fig. 23B. Detailed description

[0008] In contrast to many conventional wheel decoupling devices, which are unnecessarily complex or have limited manual functionality, such as claw couplings, the present disclosure comprises a relatively simple wheel decoupling device designed to allow the manual coupling and uncoupling of a wheel hub to an axle of a vehicle's drivetrain. A wheel assembly disclosed herein generally comprises a wheel hub, an axle shaft, and a wheel decoupling device functionally arranged between the axle shaft and the wheel hub, comprising at least one strut coupling, which may include a manually actuated strut coupling and / or a passive strut coupling. The manually actuated strut coupling may be an active strut coupling that is manually actuated to selectively couple the wheel hub to the axle shaft and to selectively uncouple the wheel hub from the axle shaft.The passive strut coupling enables the functionality of a one-way coupling, including a permanent towing mode and / or a passive neutral mode, also known as a coasting mode, so that the truck driver does not need to shift the truck's drivetrain into neutral to activate the coasting mode. The passive strut coupling also enables one-way coupling functionality to implement a split-ratio dual-axle arrangement, in which a first axle has a relatively higher gear ratio and a second axle has a relatively lower gear ratio, but is connected to a wheel decoupling device that allows the wheels of the second axle to over-rotate the lower-ratio axle if the higher-ratio first axle is rotating faster than the second axle.

[0009] As explained in more detail below, the wheel decoupling devices disclosed herein can be used for coupling, decoupling, and / or over-rotating a wheel assembly, for example, a wheel assembly as described in application PCT / US2022 / 38804, filed on July 29, 2022, published as WO 2023 / 048826, the contents of which are hereby incorporated in full by reference. It is the novelty of the components disclosed herein, the novel couplings with novel components, the novel wheel decoupling devices comprising the novel couplings, and / or the novel interactions between the components, couplings, and decoupling devices that confer novelty on a wheel assembly, an axle, a drivetrain, and a vehicle.

[0010] With reference to the Fig. 1 and Fig. 2. In accordance with the prior art, a drive train can have a conventional wheel assembly 23 comprising a conventional wheel hub 24 with a hub body 40. With reference to Fig. 2 The wheel hub body 40 can have an inner hub area 42, with an inner hub end face 44, an inner hub outer face 46 extending in a direction away from the inner end face 44, and with an inner hub inner face 48 extending in a direction away from the inner end face 44 and having a seal receptacle 50 and an inner bearing recess 52 with an inner bearing seat 54 and an inner bearing flange 56 extending transversely inwards.The hub body 40 may also have an outer hub area 58, with an outer hub face 60 having fastening channels 62 therein, with an outer hub outer surface 64 extending in a direction away from the outer hub face 60, and with an outer hub inner surface 66 extending in a direction away from the outer hub face 60 and having an outer bearing recess 68 with an outer bearing seat 70 and an outer bearing flange 72 extending transversely inwards. The hub body 40 may also include or form a steering knuckle through-opening 74 extending between the inner and outer areas 42, 58 along a longitudinal axis A, which runs longitudinally and about which the components rotate, and may have a lubricant cavity 76 between the inner and outer bearing flanges 56, 72.The hub body 40 can further have a hub flange 78 which extends transversely, for example radially, outwards from the outer sides 46, 64 of the wheel hub body 40 and has through-openings 80 extending through it for wheel fastening means in order to accommodate wheel fastening means or connecting elements 82 which extend through them and are designed to be attached to wheel nuts (not shown) in order to connect wheel rims (not shown) to the wheel hub body 40.

[0011] The wheel hub 24 can also include a speed sensor ring 84 connected to the inner end face 44 of the inner region 42 of the wheel hub body 40, a steering knuckle 86 extending into and through at least a part of the steering knuckle through-opening 74 of the wheel hub body 40, an inner bearing 88 around an inner steering knuckle region 90 of the steering knuckle 86 which is received in the inner bearing recess 52 of the inner region 42 of the wheel hub body 40 of the wheel hub 24, and an outer bearing 92 around an outer steering knuckle region 94 of the steering knuckle 86 which is received in the outer bearing recess 68 of the outer region 58 of the wheel hub body 40 of the wheel hub 24.The steering knuckle 86 can be hollow and comprise the inner steering knuckle region 90, which has an inner bearing shoulder 96 and an inner outer surface extending away from the inner bearing shoulder 96 and forming an inner bearing seat 98. The steering knuckle 86 can also comprise the outer steering knuckle region 94, with an outer outer surface forming an outer bearing seat 100 and with a steering knuckle nut circumferential surface 102 with steering knuckle nut engagement features, for example, threads, and which terminates at an outer steering knuckle end face 104 that is axially recessed with respect to the outer wheel hub end face 60, as well as a middle steering knuckle region 106 with a conical outer surface 108. The wheel hub 24 can further comprise a bearing spacer 110 arranged between the inner and outer bearings 88, 92.

[0012] With further reference to Fig. 2. The wheel hub 24 may also include a kingpin nut assembly 112, which is arranged axially outside the outer bearing 92 and is connected to the kingpin 86. The kingpin nut assembly 112 may include a kingpin nut 114 with a collar 116, which has a cylindrical inner section with kingpin engagement features, for example, internal threads, which are connected to the kingpin nut engagement features of the kingpin 86, and an outer flat wrench area which has a groove for a retaining ring (not shown). The kingpin nut 114 also has a retaining ring flange 118 which extends transversely outward from the collar 116 and has a retaining ring recess 120.The kingpin nut assembly 112 can also include a retaining element, for example a spiral snap ring 122 for nut retention, which is connected to the outer hub area 58 of the wheel hub 24 via an annular groove in the outer inner surface 66 of the outer area 58 of the wheel hub 24, so that the retaining washer flange 118 of the kingpin nut 114 is clamped between the snap ring 122 and the outer bearing 92. The kingpin nut assembly 112 can further include a retaining washer 124, which is clamped between the retaining washer flange 118 of the kingpin nut 114 and the outer bearing 92 and has a kingpin engagement feature, for example a radially inwardly extending tooth 126, as well as a circumferential arrangement of retaining ring openings 128.The kingpin nut assembly 112 may also include a retaining ring 130, which is clamped in the retaining ring groove of the flat wrench portion of the kingpin nut 114 and has a retaining washer engagement feature 132, for example, a pin or tooth, extending through the retaining ring recess 120 and into one of the retaining ring openings 128 of the retaining washer 124. The kingpin nut assembly 112 may include more or fewer of the components of the kingpin nut assembly 112 mentioned above; for example, the kingpin nut assembly 112 may include only the kingpin nut 114.

[0013] The wheel assembly 23 can further comprise an axle shaft 134, with a shaft section 136 extending along the axis A through the steering knuckle 86 and having an outer section 138 with hub body mounting features. The shaft section 136 can be hollow or, as shown, of solid cylindrical form, and the outer section 138 can have a radially continuous flange extending radially outward from the shaft section 136. The mounting features of the outer section can include through-holes 140 for fasteners designed to receive bolts for screwing to the wheel hub body, or threaded studs 142 screwed into the hub body, and nuts 144 screwed to the studs 142 to clamp, as shown, the outer axle shaft section 138 between the nuts 144 and the hub body 40.

[0014] With general reference to the Fig. Sections 3 to 20 will now describe several novel wheel assemblies according to the present disclosure. First, specifically regarding... Fig. 3. Referring to this, a drive train can comprise a novel wheel assembly 200 with a wheel hub 202 and a wheel decoupling device 204 connected thereto. The wheel hub 202 can be a conventional wheel hub or a novel wheel hub specifically adapted for use with the rest of the wheel assembly 200. Now, specifically regarding Fig. 4 Referring to this, the novel wheel assembly 200 comprises the wheel hub 202, an axle shaft 206, and the wheel decoupling device 204, by which the wheel hub 202 is selectively coupled to and selectively decoupled from the axle shaft 206, and which includes a manually operated strut coupling 208. The wheel decoupling device 204 can therefore be referred to as a manually operated wheel decoupling device 204. The novel wheel decoupling device 204 detachably connects the axle shaft 206 to the wheel hub 202 and includes components that can rotate about an axis A around which the axle shaft 206 rotates. The wheel hub 202 can be a conventional wheel hub, which includes most of the conventional components of a conventional wheel hub. Fig. 2, with the exception of the axle shaft 134 which has a flange. Instead, the wheel hub 202 contains the comparatively longer, flangeless axle shaft 206 with an outer end 210 with a toothed profile.

[0015] Referring to Fig. 5. The novel wheel decoupling device 204 can be a cassette or self-contained assembly that can be used with a newly developed wheel assembly or retrofitted to an existing wheel assembly, for example as a retrofit product to enhance an existing vehicle with additional functionality. In cases such as the one described in Fig. In the prior art shown in Figure 2, the axle shaft 134 with flange can be removed from the conventional wheel hub 24 and can be, with reference to Fig. 4, are replaced by the flangeless axle shaft 206 with the toothed profile at the outer end 210 and the novel wheel decoupling device 204. The latter can be toothed with the axle shaft 206 and screwed to the hub 202 with fastening means, for example with threaded bolts or studs 212, which are longer than the conventional threaded bolts or studs 142 of the wheel hub 24. Fig. 2.

[0016] Let us now turn to the Fig. 6 and Fig. 7. In reference, the novel wheel decoupling device 204 generally comprises a coupling housing 214 that encloses the longitudinal axis A, a manual actuator 216 that may be accommodated in the coupling housing 214, and the manually operated strut coupling 208, which may be at least partially accommodated in the coupling housing 214 and which constitutes an active strut coupling that is actuated via the manual actuator 216. As is best described in Fig. As shown in Figure 7, the coupling housing 214 can have a radially outer section, e.g. the wall 218, for connection with the wheel hub 202 ( Fig. 3), as well as a radially inner section, e.g. the wall 220, through which a central opening 222 ( Fig. 7) and a circumferential groove 224 ( Fig. 7) can be formed to accommodate a seal 225.

[0017] Referring to Fig. 6, the manual actuator 216 can generally comprise a manually actuating part or a driver 226 which is accessible via the central opening 222 of the coupling housing 214 and which is rotatable between circumferentially spaced positions, a disengagement position ( Fig. 8A) and a coupling position ( Fig. 8B), which correspond to a disengaged or engaged state of the clutch 208. The manual actuator 216 can also generally comprise a manually driven part or a follower 228, which is received axially inwards of the manual follower 226 and is designed such that it is fixed in a rotationally fixed manner with respect to the clutch housing 214, and is designed such that, when the manual follower 226 is rotated, it is displaced axially inwards in a straight line from the disengaged position to the engaged position.The manual actuator 216 can generally further comprise a translator plate 230, which is arranged axially inwards of the manual follower 228 and is designed to be rotatable relative to it, a plurality of strut activation elements 232 which are mounted on the translator plate 230, and a plurality of return springs 234 for the actuator, which are in contact with the translator plate 230 and are designed to bias the translator plate 230 in an axially outward direction.

[0018] The manually operated strut coupling 208 can be an active or dynamic strut coupling. The coupling 208 can comprise a first coupling race, e.g., a pocket plate 236, which is arranged axially inward of the manual follower 228 of the manual actuator 216 and has a plurality of pockets 238, and which can have a hub 240 with a toothed profile for connection with the axle shaft 206. The coupling 208 can also comprise a second coupling race, e.g., a grooved plate 242, which is arranged axially inward of the pocket plate 236 and has a plurality of grooves 244. The strut coupling 208 can further comprise a plurality of struts 246, 247 which are received in the plurality of pockets 238 of the pocket plate 236 and can be moved into the notches 244 of the notch plate 242 by movement of the manual actuator 216.The strut coupling 208 can also include a strut pivot plate 248 and corresponding fastening means 249, strut return springs 250, and a bearing 252, which can be arranged between areas of the notched plate 242 and the pocket plate 236. For ease of handling and transport, the decoupling device 204 can be self-contained, so that all components of the decoupling device 204 can be held together as an assembly by snap rings, screws, and / or any other suitable retaining and / or fastening means.Although the struts 246, 247 shown are depicted as planar struts pivotable about an axis, the struts 246, 247 can also be designed as radial struts, spherical locking elements, clamping locking elements or clamping-like locking elements, roller locking elements or in any other form of strut or locking element which are pivotable about one or more axes and are suitable for being pushed towards and moved away from a coupling running ring for engagement.

[0019] The majority of struts 246, 247 of the illustrated strut coupling 208 comprise two sets of struts arranged opposite each other in the circumferential direction: a forward-acting or drive set of struts 246 configured to engage in a first circumferential direction, and a reverse-acting or driven set of struts 247 configured to engage in a second circumferential direction opposite to the first. The notation “_ / _” refers here to the direction of rotation (clockwise and counterclockwise), where “_ / ” means clockwise and “ / _” means counterclockwise. In this notation, a “1” means that the struts are advanced, either into a locked coupling state or with over-rotation, and a “0” means that the struts are retracted, into a disengaged coupling state."0 / 0" means that both sets of struts are retracted, so that the coupling rings are decoupled from each other, both clockwise and counterclockwise. "1 / 1" means that both sets of struts are advanced, so that the coupling rings are locked together, both clockwise and counterclockwise. "1 / 0" means that the first set of struts is advanced and the second set of struts is retracted, so that the coupling rings are locked in a clockwise direction but can be over-rotated counterclockwise. "0 / 1" means that the first set of struts is retracted and the second set of struts is advanced, so that the coupling rings are locked in a counter-clockwise direction but can be over-rotated clockwise.The term "disengaged" means that the struts 246, 247 are retracted, allowing the races to rotate freely relative to each other in both circumferential directions at all times. The term "over-rotation" generally means that one rotating element can rotate faster than another rotating element and, specifically in the context of a strut coupling, means that the struts 246, 247 are extended or can be extended into their forward position, but one of the races rotates past them (and can touch them), so that the struts 246, 247 do not transmit any torque between the races. The terms "clockwise" and "counterclockwise" can be viewed axially from the outside in, as if a wheel on a vehicle were viewed along the axis of the vehicle's axle.For example, a vehicle's right wheel rotates clockwise when the vehicle is moving forward, while a left wheel rotates counterclockwise when the vehicle is moving forward. Accordingly, the right wheel may have a clockwise-driven clutch (also known as right-hand rotation), while the left wheel may have a counterclockwise-driven clutch (also known as left-hand rotation), mirroring the clockwise-driven clutch.

[0020] In the illustrated embodiment, both sets of struts 246, 247 are designed to be simultaneously advanced into engagement by the manual actuator 216, so that the coupling operates according to the following two modes.

[0021] In a bidirectionally disengaged mode (0 / 0), all struts 246, 247 of the two strut sets 246, 247 are decoupled, i.e., retracted into their corresponding pockets 238 of the pocket plate 236, so that the pocket plate 236 and the notched plate 242 are decoupled and can rotate freely relative to each other in both circumferential directions. This mode makes it possible to decouple the wheel hub 202 (and thus a vehicle wheel) bidirectionally from an axle (and thus a drive motor) of a vehicle, for example, to enable towing of the vehicle either in the forward direction or in the reverse direction.

[0022] In contrast, in a locked or bidirectionally coupled mode (1 / 1), all struts 246, 247 of both strut sets are coupled, i.e., they are advanced into the respective notches 244 of the notch plate 242, so that the pocket plate 236 and the notch plate 242 are connected and rotate together in both circumferential directions. This mode makes it possible to connect the wheel hub 202 (and thus a vehicle wheel) bidirectionally to an axle (and thus a drive motor) of a vehicle, for example, to enable motor drivetrain operation and a recuperation mode for forward and reverse driving of a vehicle and / or to provide a bidirectional holding function for the vehicle on inclines.

[0023] Let us now refer to Fig. 8A, the manually operated strut coupling 208 can be selected from either the wheel hub 202 or the axle shaft 206 ( Fig. 4) be decoupled, into a disengaged clutch state in which the wheel hub 202 and the axle shaft 206 are decoupled from each other. As can be seen, in this state the manual follower 228 and the translator plate 230 are in an axially outer decoupling position. Referring to Fig. Conversely, the manually operated strut coupling 208 can be optionally connected to the wheel hub 202 and the axle shaft 206 ( 8B Fig. 4) coupling, into an engaged coupling state, in which, in a drive state, the axle shaft 206 drives the wheel hub 202, and in a recuperation state, the wheel hub 202 drives the axle shaft 206. As can be seen, in this state the manual follower 228 and the translator plate 230 are in an axially inner coupling position, so that the struts 246, 247 are advanced into the notches 244 of the notch plate 242.

[0024] Let us now refer to Fig. 9, the coupling housing 214 can have an axially outer base flange or a wall 254 extending between the radial outer surface 218 and the radial inner surface 220, through which the central opening 222, an axial outer surface 256, and an axial inner surface 258 are defined. The coupling housing 214 can also have a cylindrical wall 260 extending axially inward from the axially outer base wall 254 and having a recess for receiving at least some of the other components ( Fig. 6) the wheel decoupling device 204, as well as a circumferential arrangement of circumferentially spaced projections 262 for fastening means, which extend radially outwards from the cylindrical wall 260 and have an arrangement of holes 264 extending axially through this wall for fastening means. The coupling housing 214 can further have a base wall recess 266 for the manual follower, which is arranged axially inwards of the central opening 222, a recess 268 for the plate of the manual follower, which is arranged axially inwards of the base wall recess 266 for the manual follower and has a comparatively larger inner diameter compared to the latter and has a toothed profile 270 for interacting with corresponding lugs 272 of the manual follower, as well as a recess 274 for the pocket plate, which is arranged axially inwards of the recess 268 for the plate of the manual follower.

[0025] Let us now refer to the Fig. 10 to 12, the manual actuator of the manual actuator 216 can be a rotary knob having a base wall 276 with a radial outer circumferential surface 278 and extending continuously transversely to the longitudinal axis of the decoupling device 204, so that the manual actuator has neither a central opening nor a radial inner circumferential surface. In this configuration, the coupling housing 214 ( Fig. 9) and the manual drive unit together form a wheel hub cover. The manual drive unit can also have a sealing wall 280 extending axially outwards from the base wall 276 and having a radial outer sealing surface 282 for contact with the seal of the clutch housing 214, as well as a grip wall 284 which can extend diametrically transversely to the sealing wall 280 on an outer side of the base wall 276 of the manual drive unit 226. The base wall 276 can also have an axial inner surface with a base surface 286, a guide cylinder 288 extending axially inwards away from the base surface 286, cam drivers 290 arranged radially outwards from the guide cylinder 288 and extending in a direction radially inwards away from the base surface 286, and detent pockets 292 arranged radially outwards from the guide cylinder 288 and formed in the base surface 286.For example, three cam drivers 290 spaced evenly apart in the circumferential direction can be provided, as well as three locking pockets 292 spaced evenly apart in the circumferential direction, each arranged between the cam drivers 290.

[0026] Let us now refer to the Fig. 13 to 15, the manual follower of the manual actuator 216 can be the manual follower 228, which can include a movable plate 294, with a central opening or a radial inner circumferential surface, which forms a guide circumferential surface 296 for interaction with the guide cylinder 288 ( Fig. 10) of the manual drive 226 ( Fig. 10) can be, with an outer diameter having a radial outer surface 298 and with the lugs 272, for example six circumferentially spaced lugs 272 extending radially outwards from the radial outer surface 298. The manual follower 228 can also have an axial inner surface with a flat base 300 designed to interact with the sliding plate 230, and can have an axial outer surface with a cam surface 302 designed to interact with the cam drivers 290 of the manual follower 226 ( Fig. 10) is formed. The cam surface 302 has driven cams 304, e.g., ramps, engagement and disengagement plateaus 306, 307, which are arranged circumferentially next to the driven cams 304, engagement and disengagement detent recesses 308, 309, which are arranged circumferentially next to the plateaus 306, 307, and projections 310, which are arranged circumferentially between the engagement and disengagement detent recesses 308, 309 and have axial inner surfaces 312 and extensions 314, which extend away from the axial inner surfaces 312 and are arranged directly next to the corresponding engagement detent recesses 308. In a disengaged mode or state of the coupling, the cam drivers 290 ( Fig. 10) of the manual drive 226 ( Fig. 10) in the disengagement detent recesses, and in an engaged clutch mode, the cam drivers 290 of the manual drive 226 are located in the engagement detent recesses 308. When switching from the disengaged clutch mode or state to the engaged clutch mode or state, the cam drivers 290 ( Fig. 10) The disengagement detent recesses 309 run along the disengagement plateaus 307, then run along the driven cams 304 to move the movable plate 294 in a straight line, and then run along the engagement plateaus 306 until they enter the engagement detent recesses 308. Accordingly, the manual drive ( Fig. 10) and the manual follower 228 has corresponding cam features to convert a rotation of the manual follower 226 into a displacement of the manual follower 228.

[0027] Let us now refer to the Fig. 16 and Fig. 17, in these, a part of the manual actuator 216 is shown interacting with a part of the strut coupling 208, namely the struts 246, 247 and the plate 248. More precisely, the translator plate 230 can have a base wall 316 with a central opening 318, which is designed such that it is enclosed around a corresponding circumferential area of ​​a section of the coupling hub 240 ( Fig. 7) of the pocket plate 236 ( Fig. 7) is guided around. The base wall 316 also has a flat base surface 320 on an axial outer side, which is designed to rotate and slide with the flat base surface 320 of the manual follower 228 ( Fig. 7) to be in contact, as well as a plurality of circumferentially spaced pocket plate pins 322 on an axial outer surface, extending axially inward from the base wall 316 and configured to be connected to the pocket plate 236 to prevent relative rotation between them. The strut activation elements 232 are arranged between a base wall of the translator plate 230 and the front ends of the struts 246, 247 and are configured to bear against the struts 246, 247 and pivot them toward their engaged position, in which they extend outward from the pockets of the pocket plate 236. The strut activation elements 232 may include springs, for example, coil springs as shown, or they may include rigid strut activation elements instead of coil springs, or they may have another flexible strut activation structure.

[0028] Similarly, with regard to Fig. 17, the strut return springs 250 coil springs are located between the rear ends of the struts 246, 247 and the pockets 238 ( Fig. 6) of the pocket plate 236 ( Fig. 6) are arranged and are designed to bear against the struts 246, 247 and pivot them in their pockets 238 towards their disengaged position. Likewise, the actuator return springs 234 can be coil springs and are arranged between the translator plate 230 and the strut pivot plate 248. The strut pivot plate 248 can have a plurality of strut openings 324, through which strut pivot edges are formed, about which the struts 246, 247 can pivot like a first-order lever in a rocking motion.

[0029] Let us now refer to the Fig. 18 and Fig. 19, the illustrated pocket plate 236 comprises the coupling hub 240 with a toothed profile, which can be formed integrally with a radially outwardly extending pocket wall 326. In other embodiments, a separate coupling hub can be configured to be connected to the pocket plate 236, for example, via a toothed connection, a connection with fasteners, or any other suitable connection between them. The coupling hub 240 can be received axially inward of the manual driver 226 of the manual actuator 216. The coupling hub 240 can have an inner axle shaft toothing profile 330 as its toothed profile and defines a through-opening for the axle shaft as well as a cylindrical outer surface that forms an outer guide circumferential surface 332 ( Fig. 18) and an outer bearing circumference 334 ( Fig. 19) determined. The clutch hub 240 can have a bearing shoulder 335 ( Fig. 8A) exhibiting axially inward of the pocket plate 236 ( Fig. 8A). The pocket wall 326 comprises an axial outer surface 336 ( Fig. 18), an axial inner side 338 ( Fig. 19) and a radial outer surface 340 between these.

[0030] With reference to Fig. 18 The axial inner side 338 has a plurality of openings 342 for the translator pins, which can extend completely through the pocket wall 326 and are designed to accommodate the pins 322 ( Fig. 16) receive the translator plate 230 and thus connect the translator plate 230 and the pocket plate 236 in a rotationally fixed manner relative to each other, so that the translator plate 230 is rotationally fixed to the pocket plate 236. The pocket wall 326 also has a plurality of channels extending through it for strut activation elements 344, for receiving the strut activation elements 232 of the manual actuator, a plurality of pockets 346 for the actuator return springs, for receiving the ends of the actuator return springs 234, and a plurality of channels 348 for the fastening means of the strut pivot plate for receiving the pivot plate fastening means 249 ( Fig. 6).

[0031] Let us now refer to Fig. 19, the pocket plate 236 can have a plurality of first strut pockets 350 designed to receive the first active struts 246, which are oriented in a first direction of rotation, and a plurality of second strut pockets 351 designed to receive the second struts 247, which are oriented in a second direction of rotation opposite to the first direction of rotation. More precisely, there can be three first strut pockets 350 arranged at equal circumferential intervals, as well as three second strut pockets 351 arranged at equal circumferential intervals, which lie circumferentially next to the first strut pockets 350 and are oriented in the opposite direction.The strut pockets 350 can have circumferentially directed rear strut support surfaces 352, radially outer and inner side surfaces 354, 355, recesses 356, 357 for strut ears designed to receive strut ears, recesses 358 for strut return springs in the bottom surfaces of the pockets 350, 351, which are arranged circumferentially between the recesses for strut ears and the strut support surfaces 352, and channels 344 extending through the bottom surfaces of the pockets 350, 351 for the strut activation elements, which are formed circumferentially between the recesses 356, 357 for the strut ears and the front end surfaces 353 of the pockets 350, 351.

[0032] Let us now refer to Fig. 20, the notched plate 242 has an axial inner side 360, as well as an axial outer side 362, which corresponds to the axial inner side 258 ( Fig. 9) of the clutch housing 214 ( Fig. 9) and faces the axial inner side 338 of the pocket wall 326 of the pocket plate 236. The grooved plate 242 also has a radially inner area 364 with a stepped central round hole, which defines an inner bearing circumferential surface 366, as well as a bearing shoulder 368, which extends axially inwards to the bearing shoulder 335 of the coupling hub 240 ( Fig. 8A) can be arranged, as well as a radially outer region 370, which has a circumferentially spaced arrangement of circumferentially spaced mounting projections 372 and an arrangement of holes 374 extending axially through them for fastening means. The notched plate 242 also has notches 244 in the axial outer side 362, which are connected to the several struts 246, 247 ( Fig. 16 - 17) interact. The notches 244 have outer and inner surfaces 378, 379 in the radial direction, as well as circumferentially opposing strut mounting surfaces 380, 381, which are designed to interact with the bidirectional strut sets 246, 247 ( Fig. 16 - 17). The notched plate 242 can additionally have channels 382 for fasteners between the sides 360, 362 and recesses 384 for the heads of the fasteners in the axial outer side 362 to accommodate fasteners for attaching the notched plate 242 to the coupling housing 214 ( Fig. 6) can be used to operate the wheel decoupling device 204 ( Fig. 6) to be implemented as a standalone assembly or cassette.

[0033] Once again on Fig. Referring to 8B, the manual actuator 216 can be rotated from a decoupling position to a coupling position, so that cam features of the manual driver 226 and the manual follower 228 interact, causing the manual follower 228 to be moved linearly from the decoupling position to the coupling position. Consequently, the translator plate 230 is translationally displaced by the movement of the manual follower 228 to move the strut activation elements 232 against the struts 246, 247, pivoting the struts 246, 247 so that they engage in the notched plate 242, thereby engaging the axle shaft 206 ( Fig. 4) with the wheel hub 202 ( Fig. 4) is connected, and is rotationally fixed in both circumferential directions around the axis of rotation.

[0034] The Fig. Figures 21 to 23B show further exemplary embodiments of wheel decoupling devices 404, 604, 804. These embodiments are similar in many respects to the embodiment shown in the Fig. 3 to 20. Therefore, the descriptions of the embodiments are hereby mutually included, and the description of items common to the embodiments is generally not repeated.

[0035] Let us now refer to Fig. 21, a wheel decoupling device 404 comprises the coupling housing 214 and the manual actuator 216 from the embodiment of the Fig. 3 - 20 and also includes a two-level strut coupling 408 as a modification of the single-level strut coupling 208 from the Fig. 3-20. The wheel decoupling device 404 comprises the two-plane strut coupling 408 with three sets of struts, as explained below. Two active sets of struts (only 246 is shown) are configured to be engaged simultaneously by the manual actuator 216 through a feed, so that the coupling 408 operates in the unlocked / disengaged, i.e., bidirectionally disengaged, mode (0 / 0) and in the locked / engaged, i.e., bidirectionally coupled, mode (1 / 1), as described above. A passive set of struts 492 is configured to be permanently biased in an engaged position, so that the coupling operates in a one-way mode (1 / 0 or 0 / 1), depending on the clockwise or counterclockwise rotation configuration.A wheel decoupling device can benefit from a 1 / 0 mode (forward drive) where the one-way coupling function allows multiple drive axles to be driven with only one drive axle drag resistance in thrust mode when used on a second or subsequent drive axle in a multi-axle system. For example, a leading drive axle can be permanently rotaryally driven by a drive motor, while a rearward drive axle can be coupled to a wheel decoupling device with a one-way function, so that one drive train is subject to drag resistance from the leading drive axle but not from the rearward drive axle equipped with the decoupling device.Conversely, a wheel decoupling device can benefit from a 0 / 1 mode (reverse drive and / or regenerative braking) by providing a relatively low drag resistance during forward movement, as a one-way clutch would over-rotate in drive mode, but would allow a selective or multiple drive axle recuperation mode (and reverse traction mode) if used on a second or further drive axle in a multi-axle system.

[0036] In any case, the strut coupling 408 in the wheel decoupling device 404 comprises Fig. 21 a slightly modified pocket plate 436 as well as the struts (246 are shown), strut pivot plates (not shown here), strut return springs (not shown here) and the like, and also includes a modified version of the notched plate 242 from the Fig. 3-20. The notched plate 442 also has an axial inner surface 488 with a plurality of passive notches 489 in this surface (in contrast to an axial inner surface with a plurality of active notches in this surface). Accordingly, the strut coupling 408 also includes a passive pocket plate 490 and the passive struts 492, which are received in corresponding pockets 493 of the passive pocket plate 490 and are pre-tensioned into a position engaging the passive notches 489 of the notched plate 442. Naturally, strut feed springs (not shown here) can be provided to facilitate pivoting the struts 492 into the engaged position.The passive pocket plate 490 is rotationally fixed to a coupling hub 440, for example via a toothed connection between an inner circumferential surface 494 with a toothed profile of the passive pocket plate 490 and an outer circumferential surface 496 with a toothed profile of the coupling hub 440, which represents a minor modification of the pocket plate. A snap ring 498 can be received in a snap ring groove 499 of the coupling hub 440 on an outer surface of the passive pocket plate 490 to hold the passive pocket plate 490 to the rest of the decoupling device 404 and to realize the decoupling device 404 as a self-contained assembly or cassette.

[0037] In this embodiment, if the manually operated strut coupling 408 is deactivated or taken out of service, the passive pocket plate 490 can be used to transmit forward driving torque from the axle shaft 206 ( Fig. 4) via the coupling hub 440, via the passive pocket plate 490 connected to it, via the passive struts 492 received by the passive pocket plate 490, into the passive notches 489 of the notch plate 442 and via the notch plate 442 with which the struts 492 are engaged in a state with applied forward driving torque, and onto the wheel hub 202 ( Fig. 4) and to transmit the vehicle wheel. In this embodiment as well, the manual actuator 216 can be activated or actuated to advance the struts (only 246 shown) into the active notches 444 of the notch plate 442. Accordingly, the active pocket plate 436 transmits a reverse driving torque from the axle shaft 206 ( Fig. 4) via the coupling hub 440, via the active pocket plate 436, via the active struts received by the active pocket plate 436 (only 246 shown), into the active notches 444 of the notch plate 442 and via the notch plate 442, with which the active struts (246 shown) are engaged in a state with applied reverse driving torque, onto the wheel hub 202 ( Fig. 4) and the vehicle wheel. In contrast, the active pocket plate 436, for example, transmits a retroactive or regenerative torque when a relatively small or no forward driving torque is transmitted via the axle shaft 206 ( Fig. 4) is applied and instead a retroactive or regenerative drive torque is exerted by the forward movement of the vehicle, namely from the wheel via the wheel hub 202 ( Fig. 4), via the notched plate 442, via the recuperation struts into the active pockets 438 of the active pocket plate 436, via the active pocket plate 436, via the clutch hub 440 and onto the axle shaft 206 ( Fig. 4) Accordingly, the coupling 408 comprises a passive one-way coupling through which the wheel hub 202 ( Fig. 4) and the axle shaft 206 ( Fig. 4) are connected to each other only in a forward direction of rotation and it is possible for the wheel hub 202 to rotate over relative to the axle shaft 206, and a manually operated clutch by which the wheel hub 202 and the axle shaft 206 are connected to each other only in a reverse direction of rotation and it is possible for the wheel hub 202 to rotate over relative to the axle shaft 206.

[0038] Further exemplary embodiments of a two-level coupling are described in US patent application number 18 / 132,804, filed on April 10, 2023, and granted as US patent 12,092,172, and assigned to the assignee of the present application, the contents of which are hereby incorporated in full by reference, and are also described in international application no. PCT / US2024 / 051871, published as international publication no. WO 2025 / 085699 and claiming priority from US patent application number 63 / 591,276, filed on October 18, 2023, under file number MNS161-US, and assigned to the assignee of the present application, the contents of which are hereby incorporated in full by reference and are attached to the present application as an annex to this detailed description.

[0039] With a further modification of the in Fig. In the structure shown in Figure 21, a wheel decoupling device can include the passive strut coupling part of the coupling 408, but the active strut coupling part of the coupling 408 can be omitted to allow a 0 / 1 mode (or 1 / 0, depending on clockwise or counterclockwise rotation). In this case, the manual actuator 216 can be omitted, and the coupling housing 214 can have a radially continuous bottom wall, so that it serves only as a wheel hub cover. Likewise, the active pocket plate 436 and the active struts 246 can be omitted, and the notch plate 442 only needs to have passive notches 493, and active notches can be omitted. Also, the coupling hub 440 does not need to be as long and can be shortened. Furthermore, the wheel hub 202 ( Fig. 4) and the notched plate 442 are formed in one piece. In this embodiment, the passive pocket plate 490 and the passive struts 492 cooperate with the notched plate 442 to transmit a forward driving torque to drive the vehicle forward in an over-rotating or in one-direction disengaged (engaged / coupled) mode, to enable the axle shaft 206 ( Fig. 4), which rotates more slowly relative to the wheel hub 202 (Fig.), gains speed and catches up to the rotational speed of the wheel hub 202, and then passively couples with the wheel hub 202 to transmit driving force to the wheel hub 202 and the vehicle wheels in a forward direction of the vehicle. Accordingly, this embodiment can enable a sailing mode of the vehicle as well as a continuous towing mode and can be used in a dual-axle arrangement with differential splitting, in which one axle has a relatively higher gear ratio and the other axle has a relatively lower gear ratio.

[0040] Let us now refer to Fig. 22, a wheel decoupling device 604 comprises the clutch housing 214 of the embodiment from the Fig. 3 - 20, a modification of the manual actuator 216 of the embodiment from the Fig. 3 - 20 and also includes a single-plane strut coupling 608, as a modification of the single-plane strut coupling 208 from the Fig. 3 - 20 and the double-level strut coupling 408 from Fig. 21, and a seal 643. The single-plane strut coupling 608 comprises two different sets of struts 246 and 647. A first set of passive struts 647 provides a standard one-way function (0 / 1 or 1 / 0), wherein the struts 647 are permanently axially biased outwards by strut compression springs (not shown separately). A second set of active struts, e.g., the struts 246, provides selectable bidirectional coupling functionality (1 / 1), such that the struts 246 can be permanently axially biased inwards in one direction by a set of strut return springs (not shown separately), and conversely, can be selectively biased or displaced axially outwards in one direction by a set of corresponding strut activation elements 232, e.g., strut compression springs.When the manual actuator 216 is advanced to actuate the second set of struts 246, the strut activation elements 232 move the second set of struts 246 against the preload force of the (not shown here) strut return springs to engage the second set of struts 246 with corresponding active notches of the notch plate 642, so that a pocket plate 636 and the notch plate 642 are locked together in a rotationally fixed manner in both directions.

[0041] Further exemplary embodiments of an active and passive single-plane one-way coupling are described and illustrated in US patent application number 17 / 994,310, which was filed on November 26, 2022, under file number MNS135CIP-US and published as US 2023 / 0160461 and transferred to the assignee of the present application, the contents of which are hereby incorporated in full by reference.

[0042] Let us now refer to the Fig. 23A and Fig. 23B, so, although the manual actuator 216 of the illustrated embodiment is made from the Fig. 3 - 20 has a special design and configuration, and any manual actuator suitable for engaging and disengaging the strut coupling 208 can also be used. For example, any manual drive and follower elements can be used for linearly moving a translator plate 830. In a specific example, which is described in the Fig. As shown in Figures 23A-23B, a manual actuator 816 can comprise a manual driver 826, which may have a cylindrical or threaded element 885 with an external thread for connecting to a corresponding internal thread of a central opening 822 of a coupling housing 814 attached to the wheel hub 202, and a follower 828, which may be a plate rotatably connected to or attached to the threaded element 885 and configured to move the translator plate 830 and the strut activation elements 232 linearly in the direction of the coupling 208. In one variant, the driver 826 and the follower 828 can be a single integral component.

[0043] Although not shown in the drawings, it is intended that the wheel decoupling devices 204, 404, 604, and 804 disclosed herein may also include manually operated radial couplings. Exemplary embodiments of radial couplings are described in US Patent 7,484,605, which has been transferred to the assignee of the present application and the contents of which are hereby incorporated in full by reference into the present application. Further exemplary embodiments of radial couplings are described in US Patent 10,590,999, which has been transferred to the assignee of the present application and the contents of which are hereby incorporated in full by reference into the present application. In some embodiments, a manually operated strut coupling may comprise an axially outer active radial strut coupling as well as an axially inner passive radial strut coupling on the inside of the wheel decoupling device.In other embodiments, the manually operated strut coupling may comprise an axially outer active radial strut coupling and an axially inner passive planar strut coupling on the inside of the wheel decoupling device, or an axially outer active planar strut coupling and an axially inner passive radial strut coupling on the inside.

[0044] Finally, it should be noted that the subject matter of the present application is disclosed here by means of several expressly illustrated embodiments and modifications thereof, using various terms. All terms used here serve solely for descriptive purposes and are not necessarily to be understood as limiting. Rather, they are to be interpreted according to their usual and technically recognized meaning in the field, unless they are used in a context that requires a different interpretation. For the sake of simplicity, each expressly illustrated embodiment and each modification is considered to be included in one or more of the other expressly illustrated embodiments and modifications.Therefore, numerous other embodiments, modifications, and equivalents exist or are yet to be developed, and it is neither intended nor possible to describe at present all conceivable subject matter that would be readily apparent to a person skilled in the art with normal technical knowledge based on the present disclosure. Rather, the present disclosure is intended to encompass all embodiments and modifications of the subject matter of the present application as well as their equivalents, insofar as they fall within the broad scope of protection of the appended claims. Active and passive freewheel wheel head separating device. Technical area

[0045]

[0001] The present disclosure relates generally to vehicles and in particular to vehicle drive trains, axles and wheel connections of drive trains, wheel hubs and wheel hub couplings of wheel connections, as well as components for wheel hub couplings. background

[0046]

[0002] Wheeled vehicles have wheels and one or more drive motors, such as an internal combustion engine and / or an electric motor, to rotate the wheels. Some of these vehicles can drive the wheels directly with an electric motor. Other vehicles of this type may additionally or instead have a drive train between the drive motor and the wheels, which includes an axle to redirect the drive rotation from a longitudinal direction along the length of the vehicle to a transverse direction. The latter vehicles may also include a drive shaft coupled to an input side of the axle, as well as axle shafts extending transversely from the axle and coupled to the wheels. Some vehicles may also have multiple wheelsets and multiple axles, typically two rear axles and two wheelsets driven via the axles. In any case, all such wheels include wheel hubs that connect the wheels (e.g.,Wheel hubs connect the wheel rim (and the tire mounted on the rim) to a drivetrain shaft, electric motor shaft, or other suitable shaft or torque-driving element. Some wheel hubs have hub couplings configured to disconnect (and reconnect) wheels from a drive motor, for example, to reduce fuel consumption when a multi-driven rear-axle vehicle is traveling at highway speeds, or to switch a vehicle from four-wheel drive to two-wheel drive.

[0047]

[0003] However, currently available wheel hub couplings can be too bulky or too expensive, or have deficiencies in terms of quality or reliability. In one specific example, such couplings do not facilitate remote-controlled automatic disconnection between the drive motor and the wheels and are located too far from the wheels, so that the couplings are not optimal for the efficiency of the drive system. Likewise, certain functions may be lacking in currently available wheel hub couplings.In another concrete example, many such couplings have an on / off or connected / disconnected function, in which a wheel hub coupling actively engages a drive shaft with a wheel hub only when the drive speed is almost equal to the wheel speed, but no freewheel or idle coupling capability, in which a wheel hub coupling passively engages a drive shaft with a wheel hub as soon as the drive speed equals the wheel speed. Summary

[0048]

[0004] The device comprises an axle, a wheel hub and an active and passive freewheel wheel hub coupling arranged between the axle and the wheel hub.

[0049]

[0005] The active and passive freewheel wheel hub coupling comprises a coupling hub, a wheel hub, an active coupling between the coupling hub and the wheel hub and a passive coupling between the coupling hub and the wheel hub.

[0050]

[0006] A wheel head comprises a wheel hub cover and an active and passive freewheel wheel hub coupling coupled to the wheel hub cover. Brief description of the characters Fig. Figure 1 is a perspective exploded view according to an exemplary embodiment of a wheel head with an exemplary embodiment of an active and passive freewheel wheel head separating device with two levels. Fig. Figure 2 is another perspective view of the wheel head with separating device according to Fig. 1. Fig. 3A is a cross-sectional view of the wheel head and the separating device made of Fig. 1, which shows an active strut in an unused position. Fig. 3B is a cross-sectional view of the wheel head and the separating device made of Fig. 1, which shows the active strut in an deployed position. Fig. Figure 4A is an exploded view according to a further exemplary embodiment of a wheel head with an exemplary embodiment of an active radial and passive planar freewheel wheel head separating device. Fig. 4B is an enlarged partial view of the wheel head separating device made of Fig. 4A, which shows an active strut that is pre-tensioned towards an extended position. Fig. 4C is an enlarged partial view of an alternative wheel head separating device similar to Fig. 4A, however, the active strut is shown pre-tensioned in the direction of an unused position. Fig. Figure 5 is another perspective exploded view of the wheel head and the separating device. Fig. 4. Fig. 6A and Fig. 6B are cross-sectional views of the wheel head and the separating device. Fig. 4. Fig. 6C is an axial partial view of the wheel end and the separating device made of Fig. 4. Fig. Figure 7 is an exploded view according to a further exemplary embodiment of a wheel head with an exemplary embodiment of an active and passive radial freewheel wheel head separating device. Fig. Figure 8 is another perspective exploded view of the wheel head and the separating device. Fig. 7. Fig. 9A is a cross-sectional view of the wheel head and the separating device made of Fig. 7. Fig. 9B is an axial partial view of the wheel head and the separating device made of Fig. 7. Fig. Figure 10 is a perspective exploded view according to a further exemplary embodiment of a wheel head with an exemplary embodiment of an active and passive freewheel wheel head separating device in a single plane. Fig. Figure 11 is another perspective exploded view of the wheel head and the separating device. Fig. 10. Fig. Figure 12 is a cross-sectional view of the wheel head and the separating device made of Fig. 10. Fig. Figure 13 is a partial end view of the wheel head and the separating device made of Fig. 10, which shows active and passive plane striving. Fig. Figure 14 is a partial end view of the wheel head and the separating device made of Fig. Figure 10 shows the notches in a notched plate section of a wheel end cover. Fig. Figure 15 is a perspective exploded view according to a further exemplary embodiment of a wheel head with an exemplary embodiment of an active planar and passive radial freewheel wheel head separating device. Fig. Figure 16 shows another perspective exploded view of the wheel head and the separating device. Fig. 15. Fig. Figure 17A shows a cross-sectional view of the wheel head and the separating device. Fig. 15 showing a passive radial coupling part. Fig. Figure 17A shows a cross-sectional view of the wheel head and the separating device. Fig. 15 with the illustration of an active planar coupling part. Fig. Figure 18 is a schematic diagram of a vehicle according to an exemplary embodiment with a general embodiment of a wheel head and a separating device, typical for the embodiments of the Fig. 1-17B. Detailed description

[0051]

[0031] In contrast to complex conventional wheel hub couplings or wheel head disconnect devices, the present disclosure comprises a relatively simple wheel hub coupling or wheel head disconnect device configured such that a wheel hub can be operationally coupled to and disconnected from an axle of a vehicle's drivetrain, and which has an overrun or freewheel mode. In general, the device described herein comprises an active and passive freewheel hub coupling with a wheel hub, a coupling hub, an active coupling between the coupling hub and the wheel hub, and a passive coupling between the coupling hub and the wheel hub.The active and passive freewheeling hub clutch enables a one-way clutch freewheeling or overtaking mode in which a drivetrain rotating relatively slowly than the vehicle wheels can gradually gain speed and reach the rotational speed of the wheels, then passively engage the vehicle wheels and transmit the driving power to them. The wheel hub clutches disclosed herein can be used to engage, disengage, and freewheel a wheel hub, for example, a wheel hub such as that described in application PCT / US2022 / 38804, published as WO 2023 / 048826, filed on July 29, 2022, file number AAGCM001-US, corresponding to granted patent US 12,054,041, the entire contents of which are hereby incorporated by reference into this description.Due to the novelty of the active and passive freewheeling hub couplings and the wheel-side disconnecting devices, a wheel connection, an axle, a drive train, and a vehicle, all incorporating the novel wheel hub couplings, are also novel. The embodiments of the coupling shown in the drawings are all depicted in an outer wheel head position, but could also be positioned in an inner wheel head position and still offer the same or similar advantages as taught and disclosed in application 804.

[0052]

[0032] With reference to the drawings, we show Fig. 1 and Fig. 2 A partial sectional view of an exemplary embodiment of a wheel head 10 with an exemplary embodiment of a wheel hub coupling 12. The wheel head 10 comprises a coupling hub 14 configured to be coupled to an axle (not shown separately), a wheel hub 13 ( Fig. 3A) with a wheel hub body 15 ( Fig. 3A) and a wheel hub cover 16, which is connected to the wheel hub body 15 by bolts, pins, or other suitable fasteners (not shown), and the wheel hub coupling 12, which is arranged between the coupling hub 14 and the wheel hub 13. In particular, the wheel hub coupling 12 is arranged between the coupling hub 14 and the wheel hub cover 16 to couple and uncouple the wheel hub 13 relative to the coupling hub 14. The wheel head 10 is rotatable about a pivot axis A of the wheel head 10. The wheel hub coupling 12 comprises the coupling hub 14, a first coupling component or a first running ring 18, which is coupled to the coupling hub 14, and a second coupling component or a second running ring 20, which is coupled to the wheel hub cover 16.The wheel hub coupling 12 comprises an active coupling 12a, which is arranged to act between the first and the second running ring 18, 20, and a passive coupling 12b, which is arranged to act between the first running ring 18 and the wheel hub cover 16.

[0053]

[0033] With reference to the Fig. 3A and Fig. 3B The coupling hub 14 can have an inner shoulder 22 and an adjacent inner bearing journal 24 at an inner end of the coupling hub 14 for receiving an inner bearing 26 between the inner shoulder 22 and a snap ring 28 or other retaining element, which may be coupled to the coupling hub 14 at a point within the inner shoulder 22. The inner bearing 26 can support a stator mount 30 for a coupling actuator 32. The coupling hub 14 can have internal splines 34 for splined engagement with an axle shaft (not shown). The coupling hub 14 can also have an outer shoulder 23 and an adjacent outer bearing journal 25 at an outer end of the coupling hub 14 for receiving an outer bearing 27 between the outer shoulder 23 and a corresponding shoulder 29 of the wheel hub cover 16.

[0054]

[0034] The first running ring (or the first coupling element) 18 can be a combination of an axial pocket plate and an axial groove plate, with passive pockets 36 in a passive pocket surface on an outside of the first running ring 18 and active grooves 38 in an active groove surface on an inside of the first running ring 18. In the illustrated embodiment, the first running ring 18 can be formed integrally with the coupling hub 14, so that the coupling hub 14 and the first running ring 18 can form a single unit. In other embodiments, the first running ring 18 can be toothed or otherwise coupled against relative rotation with respect to the coupling hub 14. The first running ring 18 can be held axially with respect to the wheel hub cover 16 by a snap ring 39 or another retaining ring arranged in a corresponding groove of the wheel hub cover 16.

[0055]

[0035] The second running ring (or the second coupling element) 20 can be a pocket plate with active pockets 40 on an outer surface and actuator element passages 42 extending through the running ring 20 between the outer surface and an inner surface and communicating with the active pockets 40. A strut holder 41 can be coupled to the second running ring 20. The second running ring 20 can be held axially with respect to the coupling hub 14 by a snap ring 44 or another retaining ring that sits in a corresponding groove of the coupling hub 14. The strut holder 41 can be fastened with rivets 47 ( Fig. 1) or bolts or other suitable fastening elements attached to the second running ring 20.

[0056]

[0036] The wheel hub cover 16 can comprise a cover side wall 46 and a cover end wall 48 connected to the cover side wall 46. The cover end wall 48 can be connected to the cover side wall 46 by being formed integrally with it, as shown, or by interlocking, fastening, or in another suitable manner. In each case, a portion of the wheel hub cover 16 serves as a coupling race, in particular as a grooved plate, with passive grooves 50 on an inner surface. The wheel hub cover 16 can be a cup-shaped element, wherein the cover side wall 46 has a longitudinally extending circumferential wall 46a, which may be internally toothed, and wherein the cover end wall 48 comprises a transversely extending axial wall 48a, which may have the passive grooves 50.

[0057]

[0037] The clutch actuator 32 comprises a stator 52, which is supported by the stator bracket 30, which is supported by the bearing 26 on a radially outer side of the bearing 26. The clutch actuator 32 also comprises a translator 54, which is supported radially outside the stator 52 and radially within a section, for example, the cover side wall 46 of the wheel hub cover 16.

[0058]

[0038] The in the Fig. The wheel hub coupling shown in Figures 1 to 3B is an active and passive double-plane freewheel coupling. Exemplary embodiments of a double-plane coupling are described in US patent application number 18 / 132,800, filed on April 10, 2023, under file number MNS142-US and granted as US 12092172, which has been transferred to the successor named herein and whose contents are hereby incorporated herein by reference in their entirety.

[0059]

[0039] The second running ring 20 is coupled to the longitudinally extending circumferential wall 46a of the wheel hub cover 16 to prevent relative rotation between them, and the first running ring 18 is coupled to the coupling hub 14 and arranged axially between the second running ring 20 and the transversely extending axial wall 48a of the wheel hub cover 16. More precisely, the second running ring 20 can be toothed with the longitudinally extending circumferential wall 46a of the wheel hub cover 16. The second running ring 20 includes the active pockets 40, which are axial pockets in an axially outwardly directed active pocket surface of the second running ring 20. The transverse axial wall 48a of the wheel hub cover 16 includes the passive notches 50, which are axial notches in an axially inwardly directed passive notch surface of the transverse axial wall 48a of the wheel hub cover 16.More precisely, the first running ring 18 can be formed integrally with the coupling hub 14 and have the active notches 38 in an active notch surface facing the active pocket surface of the second running ring 20, and the passive pockets 36 in the passive pocket surface facing the passive notch surface of the transversely extending axial wall 48a of the wheel hub cover 16.

[0060]

[0040] The active coupling 12a comprises one or more active struts 56 between the active pockets 40 in the active pocket surface of the second running ring 20 and the active notches 38 in the active notch surface of the first running ring 18. The active struts 56 can be pre-tensioned to a non-engaged position by return springs 56a ( Fig. 1) As used here, the term "not engaged" is synonymous with "not triggered," "switched off," "deactivated," "not activated," "disengaged," "not latched," and similar terms. The active struts 56 of the active clutch 12a couple the second race 20 and the first race 18 only in a second direction of rotation. The active clutch 12a may also include active actuating elements, which may include active springs 57, wherein the clutch actuator 32 may include the active springs 57 and, in any case, moves the active springs 57 to pivot the active struts 56 into an engaged position between the second race 20 and the first race 18, so that the first race 18 is coupled to the second race 20 in the second direction of rotation. As used here, the term "engaged" is synonymous with "activated," "switched on," "engaged," and similar terms.

[0061]

[0041] The passive coupling 12b comprises one or more passive struts 58 between the passive pockets 36 of the first running ring 18 and the passive notches 50 in the transverse axial wall 48a of the wheel hub cover 16. The passive struts 58 of the passive coupling 12b couple the first running ring 18 and the wheel hub cover 16 only in a first direction of rotation and allow the first running ring 18 to run over the wheel hub cover 16 in the second direction of rotation, which is opposite to the first direction of rotation in the circumferential direction. The passive coupling 12b can include passive actuating elements, which can include passive adjusting springs 59, which preload and move the passive struts 58 in the direction of an inserted position between the first running ring 18 and the wheel hub cover 16, so that the first running ring 18 is coupled to the wheel hub cover 16 in a first (forward) direction of rotation and overruns in a second (reverse) direction of rotation.

[0062]

[0042] The clutch actuator 32 comprises the stator 52 and the translator 54 and may also include the active springs 57, which can be supported by a spring plate 60 of the clutch actuator 32, which can be moved by the translator 54. The clutch actuator 32 may also include a translator carrier 62, which can be used to support or enclose other parts of the translator 54, and which may have an outer cylindrical wall 64, which may be toothed with the longitudinally extending circumferential wall 46a of the wheel hub cover 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 can be held axially with respect to the wheel hub cover 16 by a snap ring 65 or another component or feature suitable for such a mounting.

[0063]

[0043] The stator 52 remains stationary and does not rotate. The stator 52 is supported by the stator holder 30, which is mounted on the bearing 26 and can be attached to the stator 52 or otherwise connected to it. The stator 52 or the stator holder 30 can have an inner section that includes an axially extending arm 68 ( Fig. 1) may have an electromagnet that is attached to, engaged with, or otherwise coupled to an axle shaft (not shown) or other non-rotating or stationary component to prevent rotation of the stator 52. The stator 52 may include an electromagnet with electromagnetically inductive coils 70 arranged between axially spaced fingers of a ferromagnetic housing 72. In other embodiments, the stator 52 may include any suitable structure to generate a magnetic field suitable for use with the wheel hub coupling 12. In the illustrated example, the stator 52 has two electromagnetically inductive coils 70 to generate a magnetic flux when one or both electromagnetically inductive coils 70 are energized.The stator 52 exerts a first magnetic control force in one direction on the translator 54 when the electromagnetic inductive coils 70 are energized, in order to move the translator 54 along the axis of rotation A. The translator 54 responds to the magnetic control force by moving the spring plate 60 and the corresponding active springs 57 along the axis of rotation A. By reversing the current direction in the electromagnetic inductive coils 70, the translator 54 causes the spring plate 60 and the corresponding active springs 57 to move in the opposite direction along the axis of rotation A.

[0064]

[0044] The translator 54 rotates with the wheel hub cover 16. The translator 54 is mounted for translational movement relative to the stator 52 along the axis of rotation A between a first and a second axial end position, which correspond to different operating modes of the wheel hub coupling 12. The translator 54 can include a magnet carrier 74, a permanent magnet 76 supported by the magnet carrier 74, a spring plate spacer 78, which can be coupled to the spring plate 60 and is arranged between the magnet carrier 74 and 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 another suitable retaining element or holding device to limit the movement of the magnet carrier 74.The spring plate spacer 78 can be formed integrally with the outer cylindrical wall 64 of the translator carrier 62, as shown, or be a separate component.

[0065]

[0045] The illustrated wheel head comprises the wheel hub cover 16 and the active and passive freewheel wheel hub coupling 12, which is coupled to the wheel hub cover 16 and forms a cartridge or a self-contained assembly. For example, the active and passive freewheel wheel hub coupling 12 can be held on the wheel hub cover 16 by at least one of the several retaining rings. In any case, such a self-contained assembly can be used with a newly designed wheel head or for retrofitting an existing wheel head, for example as a retrofit product to upgrade an existing vehicle with additional functionality.Accordingly, an existing wheel hub cover can be removed from an existing wheel hub, and an existing axle shaft can be replaced with a longer axle shaft with a splined end. The new coupling hub 14 can be splined to the longer axle shaft, and the new wheel hub cover 16 can be bolted to the existing wheel hub using longer threaded bolts or pins. For ease of handling and transport, the device can be self-contained, allowing all components to be held together as an assembly by snap rings, screws, and / or other suitable retainers and / or fasteners.

[0066]

[0046] The Fig. Figures 4A-6C show a further exemplary embodiment of a wheel head 110 with a further embodiment of a wheel hub coupling 112. The wheel hub coupling 112 comprises a coupling hub 114, a first coupling component or a first running ring 119 coupled to the coupling hub 114, and a wheel hub cover 116. The wheel hub coupling 112 comprises an active coupling 112a, which is arranged to act between the coupling component or running ring 119 and the wheel hub cover 116, and a passive coupling 112b, which is arranged to act between the coupling component or running ring 119 and the wheel hub cover 116.

[0067]

[0047] With reference to the Fig. 6A and Fig. 6B The coupling hub 114 can have an inner shoulder 122 and an adjacent inner bearing journal 124 at an inner end of the coupling hub 114 for supporting an inner bearing 126 between the inner shoulder 122, a thrust washer 121 arranged between the inner shoulder 122 and the inner bearing 126, and a snap ring 128 or other retaining element that may be connected to the coupling hub 114 at a position within the inner shoulder 122. The inner bearing 126 can support a stator mount 130 for a coupling actuator 132. The coupling hub 114 can have internal teeth 134 for toothed coupling with an axle shaft (not shown). The coupling hub 114 may also include an outer shoulder 123 and an adjacent outer bearing journal 125 at an outer end of the coupling hub 114 for supporting an outer bearing 127 between the outer shoulder 123 and a corresponding shoulder 129 of the wheel hub cover 116.

[0068]

[0048] The coupling race 119 can be a combination of a radial pocket plate and an axial pocket plate, with passive axial grooves 150 ( Fig. 6B) on an outer surface and active radial pockets 140 ( Fig. 6A) in a radially outwardly directed section. In the illustrated embodiment, the coupling race 119 can be toothed with the coupling hub 114. In other embodiments, the coupling race 119 can be formed integrally with the coupling hub 114, so that the components form a single unit, or the coupling race 119 can be secured against relative rotation with respect to the coupling hub 114 in another suitable manner. The coupling race 119 can be axially secured with respect to the wheel hub cover 116 by a snap ring 139 or another retaining ring held in a corresponding groove in the wheel hub cover 116 or other suitable retaining component(s) or feature(s), and can be axially secured with respect to the coupling hub 114 by a snap ring 145 or another retaining ring held in a corresponding groove in the coupling hub 114 or other suitable retaining component(s) or feature(s).

[0069]

[0049] The clutch actuator 132 comprises a stator 152, which can be held within an inner diameter of the wheel hub cover 116. The clutch actuator 132 also comprises a translator 154, which can be held radially outside the clutch hub 114 between the stator 152 and the clutch hub 114.

[0070]

[0050] The in the Fig. The wheel hub coupling 112 shown in Figure 4-6B is an active radial and passive planar freewheel coupling. Exemplary embodiments of a corresponding coupling are described in US patent application number 18 / 132,800, filed on April 10, 2023, under file number MNS142-US, which has now been transferred to the successor named herein as US patent 12,092,172, the contents of which are hereby incorporated in their entirety by reference into this document.

[0071]

[0051] The clutch race 119 is coupled to the clutch hub 114 to prevent relative rotation between them and is arranged axially between the clutch actuator 132 and a transversely extending axial wall 148a of the wheel hub cover 116. In particular, the clutch race 119 can be toothed with the clutch hub 114. In other embodiments, the clutch race surface 119 can be formed integrally with the clutch hub 114, so that these components are one piece. The clutch race 119 includes the radial pockets 140 ( Fig. 6A), which are formed as active pockets in a radially outwardly directed active pocket surface of the clutch race 119. The transverse axial wall 148a of the wheel hub cover 116 comprises axial pockets 136 ( Fig. 6B), which are passive notches in an axially inwardly directed passive notch surface of the transverse axial wall 148a of the wheel hub cover 116. In particular, a longitudinally extending circumferential wall 146a of the wheel hub cover 116 comprises active notches 138 in an active notch surface facing the active pocket surface of the coupling race 119, so that the wheel hub cover 116 serves as a radial coupling race, in particular as a notched race. Likewise, the axial notches 150 are passive pockets in the passive pocket surface facing the passive notch surface of the transverse axial wall 148a of the wheel hub cover 116, so that the wheel hub cover serves as an axial or planar coupling race, in particular as a notched plate.

[0072]

[0052] The active coupling 112a comprises one or more active struts 156 between the active pockets 140 in the active pocket surface of the coupling race 119 and the active notches 138 in the active notch surface of the wheel hub cover 116. The active struts 156 can be preloaded by active preload springs 156" ( Fig. 4B) be pre-tensioned towards an extended position. The active struts 156 of the active clutch 112a couple the clutch race 119 only in the second direction of rotation. The active clutch 112a can also include active actuating elements, which may include active plungers 157, wherein the clutch actuator 132 may include the active plungers 157 and in any case moves the active plungers 157 in order to pivot the active struts 156 into a disengaged position between the clutch race 119 and the wheel hub cover 116, so that the clutch race 119 is decoupled from the wheel hub cover 116. In a further embodiment, which is described in Fig. As shown in Figure 4C, the active struts 156 can be pre-tensioned to a non-activated position by return springs 156', with the active plungers 157 pivoting the active struts 156 into an inserted position between a clutch running ring 119' and the wheel hub cover 116, so that the clutch running ring 119' is coupled to the wheel hub cover 116.

[0073]

[0053] The passive coupling 112b comprises one or more passive struts 158 between the passive notches 150 of the coupling ring 119 and the passive pockets 136 in the transverse axial wall 148a of the wheel hub cover 116. The passive struts 158 of the passive coupling 112b couple the coupling race 119 and the wheel hub cover 116 only in a first direction of rotation and allow the coupling race 119 to rotate over the wheel hub cover 116 in a second direction of rotation. The passive struts 158 can be preloaded by passive springs 159 ( Fig. 6B) be pre-tensioned into an inserted position. In particular, the passive coupling 112b may also include passive actuating elements, which may include the pre-tension springs 159 that pre-tension and move the passive struts 158 towards an inserted position between the coupling race 119 and the wheel hub cover 116, so that the coupling ring 119 is coupled to the wheel hub cover 116 in a first (forward) direction of rotation and overruns the wheel hub cover 116 in a second (reverse) direction of rotation.

[0074]

[0054] With reference to the Fig. 6A and Fig. 6B The clutch actuator 132 comprises the stator 152 and the translator 154 and may also include the active plungers 157, which may be supported by a plunger carrier, for example a plunger plate 160, of the clutch actuator 132, which can be moved by the translator 154. The clutch actuator 132 may also include a translator carrier 162, which may be used to support or enclose other parts of the translator 154, and which may have an inner cylindrical wall 164, which may be toothed with 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 can be held axially with respect to the coupling hub 114 by the pressure plate 121 or another component or device suitable for such a mounting.

[0075]

[0055] The stator 152 remains stationary and does not rotate. The stator 152 is supported by the stator mount 130, which is mounted on the bearing 126 and may be an integral or integral part of the stator 152, or may be attached to it separately or otherwise connected to it. The stator 152 or the stator mount 130 may have an inner section that may include an axially extending arm 168 which may be attached to, engaged with, or otherwise coupled to an axle shaft (not shown) or other non-rotating or stationary component to prevent rotation of the stator 152. The stator 152 may include an electromagnet with electromagnetically inductive coils 170 arranged between axially spaced fingers of a ferromagnetic enclosure 172.In other embodiments, the stator 152 can comprise any suitable structure to generate a magnetic field suitable for use with the wheel hub coupling 112. In the illustrated example, the stator 152 has two electromagnetic inductive coils 170 to generate a magnetic flux when one or both of the electromagnetic inductive coils 170 are energized. The stator 152 exerts a first magnetic control force in one direction on the translator 154 when the electromagnetic inductive coils 170 are energized, to move the translator 154 along the axis of rotation A. The translator 154 responds to the magnetic control force by moving the plunger plate 160 and the corresponding plungers 157 along the axis of rotation A.By reversing the current direction in the electromagnetically inductive coils 170, the translator 154 causes the plunger plate 160 and the corresponding plungers 157 to move in the opposite direction along the axis of rotation A.

[0076]

[0056] The translator 154 rotates with the coupling hub 114, for example by being toothed with it or by being coupled against relative rotation in another way. The translator 154 is mounted for translational movement relative to the stator 152 along the axis of rotation A between a first and a second axial end position, which correspond to different operating modes of the wheel hub coupling 112. The translator 154 can include a magnet carrier 174, a permanent magnet 176 supported by the magnet carrier 174, a plunger plate hub 178 which can be coupled to the plunger plate 160 and is arranged between the magnet carrier 174 and the plunger plate 160, and a snap ring 179 which can fit into a corresponding groove in the inner cylinder wall 164 of the translator carrier 162 or another suitable retaining element or other suitable retaining device to limit the range of motion of the magnet carrier 174.

[0077]

[0057] The Fig. Figures 7-9B show a further exemplary embodiment of a wheel head 210 with a further embodiment of a wheel hub coupling 212. The wheel hub coupling 212 comprises the coupling hub 114, a coupling component or a running ring 219 coupled to the coupling hub 114, an active coupling 212a arranged to act between the coupling running ring 219 and the wheel hub cover 216, and a passive coupling 212b arranged to act between the coupling running ring 219 and the wheel hub cover 216.

[0078]

[0058] The coupling raceway 219 can be a double radial pocket plate having a first set of radial pockets 240, which carry first radial locking elements or struts 256, and a second set of radial pockets 236, which carry second radial locking elements or struts 258, in a radially outer section of the coupling raceway 219. The first radial locking elements or struts 256 can be actively actuated by a coupling actuator 232, and the second radial locking elements or struts 258 can be passively actuated. The first and second struts 256, 258 are oriented in circumferentially opposite directions.

[0079]

[0059] The in the Fig. The wheel hub coupling shown in Figures 7-9 is an active and passive radial freewheel coupling. An embodiment of such a coupling is described in U.S. Patent 7,484,605, which has been transferred to the successor in title of this application and whose contents are hereby incorporated in their entirety by reference into the present description. Another embodiment of a relevant coupling is described in U.S. Patent 10,590,999, which has been transferred to the successor in title of this application and whose contents are hereby incorporated in their entirety by reference into this text. In Patent 10,590,999, one set of radial pawls can be actively controlled, and another set of radial pawls can be actively controlled, but its control is deactivated or switched off to operate in a passive overtaking mode.

[0080]

[0060] A large part of the wheel head 210 can be essentially made from the wheel head 110. Fig. 4A-6C are identical, including the bearings 126, 127, the stator bracket 130, the snap rings 128, 139, 145, the thrust washer 121, and even the clutch hub 114 and clutch actuator 132, including the stator 152 and the translator 154. The wheel hub clutch 212 itself and the wheel hub cover 216 show some similarities to those in the Fig. The 4A-6C shown here differs from them, as explained below.

[0081]

[0061] The clutch race 219 is coupled to the clutch hub 114 to prevent relative rotation between them and is arranged axially between the clutch actuator 132 and a transversely extending axial wall 248a of the wheel hub cover 216. More precisely, the clutch race 219 can be toothed with the clutch hub 114. In other embodiments, the clutch race 219 can be formed integrally with the clutch hub 114, so that the components form a single unit. The clutch race 219 includes the radial pockets 240, which are active pockets in a radially outwardly directed pocket surface of the clutch race 219.A longitudinally extending circumferential wall 246a of the wheel hub cover 216 comprises notches 251 in a notch surface facing the pocket surface of the coupling race 219, wherein the notches 251 serve as both passive and active notches, so that the wheel hub cover 216 serves as a coupling race, in particular as a notched race.

[0082]

[0062] With reference to Fig. 9B The active coupling 212a comprises one or more active struts 256 between the active pockets 240 in the pocket surface of the coupling race 219 and the notches 251 in the notch surface of the wheel hub cover 116. The active struts 256 can be pre-tensioned into an inserted position by pre-tension springs 256a. The active struts 256 of the active clutch 212a couple the clutch race 219 to the wheel hub cover 216 only in the second direction of rotation. The active clutch 212a can also include active actuating elements, which may include the active plungers 157, wherein the clutch actuator 132 may have the active plungers 157 and in any case moves the active plungers 157 in order to pivot the active struts 256 into an unengaged position between the clutch race 219 and the wheel hub cover 216, so that the clutch race 219 is decoupled from the wheel hub cover 216.

[0083]

[0063] The passive coupling 212b comprises one or more passive struts 258 between the notches 251 of the coupling race 219 and the passive pockets 236 in the radially outwardly directed pocket surface of the coupling race 219. The passive struts 258 of the passive coupling 212b couple the coupling race 219 and the wheel hub cover 216 only in a first direction of rotation and allow the coupling race 219 to rotate over the wheel hub cover 216 in a second direction of rotation. The passive struts 258 can be pre-tensioned into an engaged position by passive pre-tension springs 259.In particular, the passive clutch 212b can also include passive actuating elements, which may include passive preload springs 259, which preload and move the passive struts 258 towards and into an inserted position between the clutch running ring 219 and the wheel hub cover 216, so that the clutch running ring 219 is coupled to the wheel hub cover 216 in a first (forward) direction of rotation and overflows the wheel hub cover 216 in a second (reverse) direction of rotation.

[0084]

[0064] The Fig. Figures 10-14 show a further illustrative embodiment of a wheel head 310 with a further embodiment of a wheel hub coupling 3. The wheel hub coupling 312 comprises a coupling hub 314, a coupling component or a running ring 319 coupled to the coupling hub 314, an active planar coupling 312a operatively arranged between the coupling running ring 319 and the wheel hub cover 316, and a passive planar coupling 312b operatively arranged between the coupling running ring 319 and the wheel hub cover 316.

[0085]

[0065] With reference to Fig. 12. The coupling hub 314 can have an inner shoulder 322 and an adjacent inner bearing journal 324 at an inner end for holding the inner bearing 126 between the inner shoulder 322 and the snap ring 128 or other retaining element, wherein the thrust washer 121 can be arranged between the inner shoulder 322 and the inner bearing 126. The inner bearing 326 can support a stator holder 330 for a coupling actuator 332. The coupling hub 314 can also have an outer shoulder 323 and an adjacent outer bearing journal 325 at an outer end for holding the outer bearing 127 radially at the outer end between the coupling hub 314 and a shoulder 329 of a corresponding section (such as a wheel hub cover) of the wheel hub cover 316 and / or a snap ring 331, which is supported in a corresponding groove of the coupling hub 314.The coupling hub 314 can have internal teeth for the toothed coupling with an axle shaft (not shown).

[0086]

[0066] With reference to Fig. 12 The clutch actuator 332 can comprise a stator 352, which is supported by the stator bracket 330, and a translator 354, which can be held radially between the stator 352 and the clutch hub 314 between the bearing journals 324, 325 and axially by the snap ring 128, the pressure plate 121 and / or one or more other retaining elements (not shown) that are connected to the clutch hub 314.

[0087]

[0067] With reference to Fig. 13 The coupling component or coupling race 319 can be a single-surface pocket plate having a plurality of active pockets 340 accommodating a plurality of active locking elements or struts 356, and a plurality of passive pockets 336 accommodating a plurality of passive locking elements or struts 358, in an outer surface of the coupling race 319. The coupling race 319 can also have multiple actuator passages 342 ( Fig. 10) which extend through the coupling race 319 between the outer and inner sides and are connected to the multiple active pockets 340. The coupling race 319 may be toothed or otherwise coupled against rotation with respect to the coupling hub 314 and may be axially secured with respect to the wheel hub cover 316 by the snap ring 139 ( Fig. 12) or another retaining element coupled to the wheel hub cover 316.

[0088]

[0068] The in the Fig. The wheel hub coupling 312 shown in Figures 10-14 is an active and passive freewheel coupling in one plane. Exemplary embodiments of a corresponding coupling are described in US patent application number 17 / 994 310, filed on November 26, 2022, under file number MNS135CIP-US and published as US 2023 / 0160461, which has been transferred to the successor of this application and whose contents are hereby incorporated in their entirety by reference into this description.

[0089]

[0069] A large part of the wheel head 310 can be essentially combined with the wheel head 210 from the Fig. 7-9B shall be identical, including the bearings 126, 127, the snap rings 128, 139 and the thrust washer 121, with the exception of a snap ring 347, which may be held in a corresponding groove in the wheel hub cover 316 to hold the outer bearing 127. The wheel hub coupling 312 itself and the wheel hub cover 316 bear some similarities to those in the Fig. The ones shown in 7-9B differ, however, as explained below.

[0090]

[0070] The coupling race 319 is coupled to the coupling hub 314 to prevent relative rotation between the two and is arranged axially between the actuator 332 and a transversely extending axial wall 348a of the wheel hub cover 316. Specifically, the coupling race 319 can be toothed with the coupling hub 314. In other embodiments, the coupling race 319 can be formed integrally with the coupling hub 314, so that the components form a single unit. The coupling race 319 includes the active pockets 340, which are axial pockets in an axially outwardly projecting pocket surface of the coupling race 319.The transversely extending axial wall 348a of the wheel hub cover 316 comprises notches 351 in a notch surface facing the pocket surface of the coupling race 319, wherein the notches 351 serve as both passive and active notches, so that the wheel hub cover 316 functions as a coupling race, in particular as a notched plate. The notches have active strut engagement elements 351a and passive strut engagement elements 351b, which are arranged circumferentially opposite the active strut engagement elements 351a.

[0091]

[0071] With reference to the Fig. 10-11 The active coupling 312a comprises one or more active struts 356 between the active pockets 340 in the pocket surface of the coupling race 319 and the notches 351 in the notch surface of the wheel hub cover 316. The active struts 356 can be pre-tensioned into a disengaged position by return springs 356a. The active struts 356 of the active coupling 312a couple the coupling race 319 only in the second direction of rotation. The active coupling 312a can also include active actuator elements, which may include active plungers 357, wherein the coupling actuator 332 may include the active plungers 357 and in any case moves the active plungers 357 in order to pivot the active struts 356 into an inserted position between the coupling race 319 and the wheel hub cover 316, so that the coupling race 319 is coupled to the wheel hub cover 316 in the second direction of rotation.The active plungers 357 can, as shown, comprise coil springs or plungers with conical heads or other suitable strut actuator elements.

[0092]

[0072] The passive coupling 312b comprises one or more passive struts 358, which are received in the passive pockets 336 of the coupling ring 319 and between the coupling ring 319 and the axial notches 351 in the axially inwardly facing notch surface of the wheel hub cover 316. The passive struts 358 of the passive coupling 312b couple the coupling race 319 and the wheel hub cover 316 only in a first direction of rotation and allow the coupling race 319 to run over the wheel hub cover 316 in the second direction of rotation. More precisely, the passive coupling 312b can comprise passive actuator elements, which include passive preload springs 359 ( Fig. 10) may include, which preload and move the passive struts 358 in the direction of an inserted position between the coupling race 319 and the wheel hub cover 316, so that the coupling race 319 is coupled to the wheel hub cover 316 in a first (forward) direction of rotation and overflows the wheel hub cover 316 in a second (reverse) direction of rotation.

[0093]

[0073] The Fig. Figures 15-17B show a further exemplary embodiment of a wheel head 410 with a further embodiment of a wheel hub coupling 412. The wheel head 410 and the coupling 412 are those shown in the Fig. 4A-6C most similar. The wheel hub coupling 412 comprises the coupling hub 114, a coupling component coupled to the coupling hub 114 or a running ring 419, an active planar coupling 412a which is arranged to act between the running ring 419 and a wheel hub 416, and a passive radial coupling 412b which is arranged to act between the raceway 419 and the wheel hub 416.

[0094]

[0074] The running ring 419 can be a combination of a radial pocket plate and an axial pocket plate, with axial pockets 440 on an outer surface and radial pockets 436 on a radially outwardly directed section. In the illustrated embodiment, the running ring 419 can be toothed with the coupling hub 114. In other embodiments, the running ring 419 can be formed integrally with the coupling hub 114, so that the components form a unit, or the running ring 419 can be coupled against relative rotation with respect to the coupling hub 114 in another way.

[0095]

[0075] A large part of the wheel head 410 can be essentially combined with the wheel head 410 according to the Fig. 4A-6C are identical, including the bearings 126, 127, the stator bracket 130, the snap rings 128, 139, 145, the thrust washer 121, and also the clutch hub 114 and the clutch actuator 132 including the stator 152. The wheel hub coupling 412 itself and the wheel hub cover 416 show some similarities to those in Fig. The 4A-6C models shown differ, however, as explained below.

[0096]

[0076] The in the Fig. The wheel hub coupling 412 shown in Figures 15-17B is an active planar and passive radial freewheel coupling. Exemplary embodiments of a relevant coupling are described in US Patent 8,079,453, which has been transferred to the successor named herein and whose contents are hereby incorporated in their entirety by reference into this description.

[0097]

[0077] The coupling race 419 can be a combination of a radial pocket plate and an axial pocket plate, with passive radial pockets 436 ( Fig. 15) in a radially outwardly directed section and active axial pockets 440 ( Fig. 16) in an axial outer surface. A transversely extending axial wall 448a of a wheel hub cover 416 comprises axial notches 438, which are passive notches in an axially inwardly directed passive notch surface of the transversely extending axial wall 448a of the wheel hub cover 416. In particular, a longitudinally extending circumferential wall 446a of the wheel hub cover 416 comprises passive notches 150 in a passive notch surface that faces the passive pocket surface of the coupling ring 419, so that the wheel hub cover 416 serves as a coupling race, in particular as a notched race. Similarly, the axial pockets 440 are active pockets in the active pocket surface which faces the active notch surface of the transverse axial wall 448a of the wheel hub cover 416, so that the wheel hub cover 416 additionally serves as a coupling running ring, in particular as a notch plate.

[0098]

[0078] The active coupling 412a comprises one or more active struts 456 between the active pockets 440 in the active pocket surface of the coupling ring 419 and the active notches 438 in the active notch surface of the wheel hub cover 416. The active struts 456 can be pre-tensioned to a disengaged position by return springs 456a. The active struts 456 of the active coupling 412a couple the coupling race 419 only in the second direction of rotation. The active coupling 412a can also include active actuator elements, which can include active plungers 457, wherein the coupling actuator 432 can include the active plungers 457 and in any case moves the active plungers 457 in order to pivot the active struts 456 into an inserted position between the coupling ring 419 and the wheel hub cover 416, so that the coupling running ring 419 is coupled to the wheel hub cover 416.

[0099]

[0079] The passive coupling 412b comprises one or more passive struts 458 between the passive pockets 436 of the coupling ring 119 and the passive grooves 450 of the wheel hub cover 116. The passive struts 458 of the passive coupling 412b couple the coupling race 419 and the wheel hub cover 416 only in a first direction of rotation and allow the coupling race 419 to rotate over the wheel hub cover 416 in a second direction of rotation. The passive struts 458 can be pre-tensioned into an inserted position by passive pre-tension springs 458a.More precisely, the passive coupling 412b can also include passive actuator elements, which can comprise the passive preload springs 458a, which preload and move the passive struts 458 towards an inserted position between the coupling race 419 and the wheel hub cover 416, so that the coupling race 419 is coupled to the wheel hub cover 416 in a first (forward) direction of rotation and overflows the wheel hub cover 416 in a second (reverse) direction of rotation.

[0100]

[0080] Fig. Figure 18 schematically shows an embodiment of a vehicle 502 comprising a device with a drive train 504, an axle 506, a wheel 508, and a wheel head 510, which has a wheel hub 513 and couples the wheel 508 to the axle 506 via a wheel hub coupling 512 between the axle 506 and the wheel hub 513. The wheel hub coupling 512 comprises an active coupling 512a and a passive coupling 512b. The active coupling 512a is actuated by an actuator 532 and comprises planar struts and / or radial struts. The actuator 532 can move the struts from a separate or decoupled position to a coupled or connected position, or the actuator 532 can move the struts from the coupled or connected position to the separate or decoupled position. The passive struts can include planar and / or radial struts and are normally prestressed in the direction of a coupled position.Although not shown, the coupling 512 may also comprise a coupling hub, one or more coupling components or bearing rings and / or any other components that are included in the embodiments of the . Fig. 1-17B are described and / or illustrated. Accordingly, the Fig. 1-17B various special examples that are derived from the device of the Fig. 18 are included.

[0101]

[0081] The vehicle 502 can be a wheeled vehicle of any suitable type, for example, a passenger car, a truck, an all-terrain vehicle, a motorhome, a bus, a tractor, a motorcycle, a tricycle, or any other vehicle suitable for use with the object disclosed herein. Although not shown separately, the powertrain 504 can comprise or be driven by one or more drive motors, for example, an electric motor and / or an internal combustion engine.Accordingly, the drive train 504 can be part of a drive system which may include an internal combustion engine, a transmission with an input end coupled to the engine and an output end coupled to the drive train, or it may simply be a drive shaft of an electric motor, or it may be configured according to any other configuration suitable for the object disclosed herein. The axle 506 may be an output-side section of the drive train 504 or a separate unit downstream of the drive train 504 and may include an axle shaft for coupling to the wheel hub coupling 512, for example, to a coupling hub of the wheel hub coupling 512.

[0102]

[0082] The wheel hub coupling 512 operates in a one-way coupling mode or a fixed mode. The direction of the one-way coupling mode is determined according to the forward direction of the vehicle and would therefore rotate clockwise on one side of the vehicle 502 and counterclockwise on the opposite side of the vehicle 502. During normal driving operation, the coupling 512 can operate in fixed mode, in which forward and reverse torque from the drive train 504 can be fed back to the wheel 508 in the forward and reverse directions of the vehicle, as well as during engine braking, regenerative braking, or the like. The coupling 512 can also be switched from fixed mode to one-way coupling mode, in which the vehicle 502 can roll in the direction of travel and the wheel 508 can move faster than or overtake the drive train 504.This mode ensures low resistance while the vehicle is rolling, thus improving efficiency, without requiring the vehicle 502's drivetrain 504 to be shifted into neutral. From this one-way clutch mode, the speed of the drivetrain 504 can be increased (e.g., by increasing the speed of the drive motor), so that the clutch 512 re-couples the axle 506 to the wheel hub 513 when the drivetrain 504's speed increases to the speed of the wheel 508. This one-way clutch mode is also useful when towing the vehicle 502, as the drivetrain 504 is not driven in reverse during towing, which would result in excessive resistance for the tow truck and potentially damage to the drivetrain 504 and / or the drive motor.The two clutch modes can be switched during vehicle operation via the actuator 532 coupled to the active clutch 512a to return to the desired mode. Depending on the specific implementation in a vehicle, the actuator 532 can move the active clutch 512a from an engaged state to a disengaged state or vice versa. The drivetrain torque, rotational speed, and available installation space can determine which configuration is most suitable among the many different combinations of planar and radial struts in the active and passive parts of the clutch 512.

[0103]

[0083] The couplings disclosed herein can be characterized by having 0 / 1, 1 / 1 strut / pawl positions according to the following nomenclature. The couplings can have multiple strut / pawl positions, for example, top / out / exposed or bottom / in / covered. The nomenclature ( / ) refers to the direction of rotation, clockwise and counterclockwise (CW / CCW), where the first “_” refers to the clockwise direction and the second “_” refers to the counterclockwise direction. A “1” means that the struts / pawls are up / extended / uncovered / advanced, either in a clutch lock or in a freewheel state, while a “0” means that the struts are down / retracted / covered / retracted and are free to move in both directions of rotation, so that the clutch races are decoupled relative to each other.For example, (1 / 1) means that both strut / pawl sets are in the up position and locked in both the CW and CCW directions of rotation, and (0 / 1) means that it is locked in the CCW direction of rotation or free-running in the CW direction of rotation. The term "disengaged" means that the struts are actively retracted so that the races can rotate freely relative to each other in both circumferential directions at all times. The term "free-running" generally means that one rotating part can rotate faster relative to another rotating part, and in the context of a strut coupling, specifically means that the struts can extend or retract into their advanced position, but are bypassed (and can come into contact with) one of the races, so that the struts do not transmit any torque between the races.CW and CCW can be viewed from an axial perspective, looking from the outside in, as if observing a vehicle wheel along its axle. For example, the right wheel of a vehicle rotates clockwise in the direction of travel, while the left wheel rotates counterclockwise. Consequently, the right wheel may have a CW drive configuration, while the left wheel may have a CCW drive configuration, for example, as a mirror image of the CW drive configuration.

[0104]

[0084] Although the struts shown are planar struts and radial struts pivotable about a single axis, the struts can be designed as ball struts, claw struts or claw-like struts, roller struts or any other strut shape configuration that are pivotable about one or more axes and are suitable for moving forward and retracting in and out of coupling with a coupling raceway.

[0105]

[0085] The descriptions of the various embodiments as described above and included in the drawings are hereby incorporated by reference into one another, and descriptions of items common to the embodiments are generally not repeated. Accordingly, a multitude of combinations of structures and functions are disclosed from the disclosure and teachings herein in conjunction with the disclosure and teachings in the incorporated documents, even if not all are expressly shown in the drawings.

[0106]

[0086] Finally, the subject matter of this application is disclosed herein in connection with several explicit illustrative embodiments and modifications of these embodiments using various terms. All terms used herein are merely descriptive and not necessarily limiting and are to be interpreted and construed according to their usual and customary meanings in the art, unless used in a context that requires a different interpretation. For the sake of clarity, each explicit exemplary embodiment and modification is hereby incorporated by reference into one or more of the other explicit exemplary embodiments and modifications.Therefore, many other embodiments, modifications, and equivalents already exist or are yet to be discovered, so that it is neither intended nor possible to describe all these items, which are readily apparent to those skilled in the art in light of the present disclosure. Rather, the present disclosure is intended to encompass all such embodiments and modifications of the subject matter of this application, as well as equivalents thereto, which fall within the broader scope of the appended claims. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] US 2022 / 38804 [0009, 0051] WO 2023 / 048826 [0009, 0051] US 18 / 132,804

[0038] US 12,092,172 [0038, 0058, 0070] US 2024 / 051871

[0038] WO 2025 / 085699

[0038] US 63 / 591,276

[0038] US 17 / 994,310 [0041, 0088] US 2023 / 0160461 [0041, 0088] US 7,484,605 [0043, 0079] US 10,590,999 [0043, 0079] US 12.054.041

[0051] US 18 / 132,800 [0058, 0070] US 8 079 453

[0096]

Claims

[1] Wheel assembly, comprising: a wheel hub, an axle shaft and a wheel decoupling device comprising a manually operated strut coupling to selectively couple the wheel hub to the axle shaft and selectively decouple it from the axle shaft. [2] Wheel assembly according to claim 1, wherein the manually operated strut coupling is selectively engaged with the wheel hub and the axle shaft in an engaged coupling mode, wherein the axle shaft drives the wheel hub in a drive state. [3] Wheel assembly according to claim 1, wherein the manually operated strut coupling is optionally decoupled from the wheel hub and the axle shaft in a disengaged coupling mode in which the wheel hub and the axle shaft are decoupled from each other. [4] Wheel assembly according to claim 1, further comprising: a clutch housing with a radially outer section connected to the wheel hub and a radially inner section defining a central opening, and a manual actuator accessible via the central opening of the radially inner section of the coupling housing, designed to selectively couple and decouple the manually operated strut coupling to the wheel hub and axle shaft. [5] Wheel assembly according to claim 4, wherein the manually operated strut coupling comprises: a notched plate which has a plurality of notches and which is non-rotatably connected to the wheel hub and the clutch housing, and a pocket plate with multiple pockets, a plurality of struts which are received in the plurality of pockets of the pocket plate and can be moved into the plurality of notches of the notched plate by movement of the manual actuator. [6] Wheel assembly according to claim 5, wherein the manual actuator comprises a rotary knob accessible via the central opening of the coupling housing and which can be rotated between a disengaged position of the coupling and an engaged position of the coupling, which are spaced apart in the circumferential direction and which correspond to a disengaged state and an engaged state of the manually actuated strut coupling, respectively. [7] Wheel assembly according to claim 6, wherein the rotary knob is screwed to the central opening of the clutch housing. [8] Wheel assembly according to claim 6, wherein the manual actuator further comprises a manually driven follower which is designed to be moved in a straight line in the axial direction inwards by turning the rotary knob, from the disengagement position of the clutch to the engagement position of the clutch. [9] Wheel assembly according to claim 5, further comprising: a passive strut coupling with a passive pocket plate which is fixed in a rotationally fixed manner with respect to the pocket plate, and with a plurality of passive struts which are received in pockets of the passive pocket plate and can be passively driven into engagement with the notched plate. [10] Wheel assembly according to claim 1, further comprising: a passive one-way coupling which couples the wheel hub to the axle shaft in a driving manner and allows the wheel hub to rotate freely relative to the axle shaft when the wheel hub is decoupled from the axle shaft by the manually operated strut coupling. [11] Wheel assembly according to claim 10, wherein the passive one-way coupling is a passive one-way strut coupling comprising: a notched plate that is fixed in a rotationally fixed manner with respect to the wheel hub, a passive pocket plate that is fixed in a rotationally fixed manner with respect to the axle shaft and has a plurality of pockets, and a plurality of passive struts, which are received in the plurality of pockets of the passive pocket plate and can be passively driven into engagement with the notched plate. [12] Wheel assembly according to claim 10, wherein the passive one-way coupling is a passive one-way strut coupling comprising: a notched plate that is fixed in a rotationally fixed manner with respect to the axle shaft, a passive pocket plate that is fixed in a rotationally fixed manner with respect to the wheel hub and has a plurality of pockets, and a plurality of passive struts, which are received in the plurality of pockets of the passive pocket plate and can be passively driven into engagement with the notched plate. [13] Wheel assembly according to claim 10, wherein: The passive one-way coupling only couples the wheel hub and the axle shaft in one forward direction of rotation and allows the wheel hub to rotate freely relative to the axle shaft, and The manually operated strut coupling only couples the wheel hub and the axle shaft in a reverse direction of rotation, allowing the wheel hub to rotate freely relative to the axle shaft. [14] Wheel decoupling device comprising: a coupling housing with a radial outer wall and with a radial inner wall that defines a central opening and encloses a longitudinal axis, a manual actuator with a manual drive lever, accessible through the central opening of the clutch housing, and a manual follower, which is received axially inwards of the manual follower and radially inwards of the radial inner wall of the clutch housing, and a manually operated strut coupling with a pocket plate which is arranged axially inwards of the manual follower of the manual actuator and has a plurality of pockets, a notched plate arranged axially inwards of the pocket plate and having a plurality of notches, and a plurality of struts which are received in the plurality of pockets of the pocket plate and can be moved into the plurality of notches of the notched plate by the manual actuator. [15] Wheel decoupling device according to claim 14, wherein the manual actuator comprises a rotary knob which can be rotated between a disengaged position of the clutch and an engaged position of the clutch, which are spaced apart in the circumferential direction and which correspond to a disengaged state and an engaged state of the wheel decoupling device, respectively. [16] Wheel decoupling device according to claim 15, wherein the manual follower comprises a manually driven follower with a linearly displaceable plate which is fixed in a rotationally fixed manner with respect to the clutch housing and is designed to be moved axially inwards in a linear direction from the disengagement position of the clutch to the engagement position of the clutch. [17] Wheel decoupling device according to claim 16, wherein the rotary knob and the manually driven follower have corresponding cam features to convert a rotation of the rotary knob into a translational movement of the manually driven follower. [18] Wheel decoupling device according to claim 16, wherein the manual follower further comprises a translator plate which is connected to the pocket plate for rotation and is arranged axially inwards of the manually driven follower and is rotatable relative to it, as well as a plurality of strut activation elements which are received on the translator plate. [19] Wheel decoupling device according to claim 14, wherein the manual drive comprises a base wall extending transversely to the longitudinal axis and having a radial outer circumferential surface, and a sealing wall extending axially outward from the base wall in one direction and having a radial sealing outer circumferential surface. [20] Wheel decoupling device according to claim 19, wherein the central opening of the coupling housing carries a seal which rests against the radial outer circumferential surface of the sealing wall. [21] Wheel decoupling device according to claim 14, wherein the manual follower has a base wall extending transversely to the longitudinal axis and having an axial inner surface with cam followers, and wherein the manual follower comprises a plate having an axial outer surface with driven cams designed to allow the cam followers of the base wall of the manual follower to come into contact with it. [22] Wheel decoupling device according to claim 21, wherein the coupling housing has a base wall recess for the manual follower, which is arranged axially inwards with respect to the central opening, a recess for the plate of the manual follower, which is arranged axially inwards with respect to the base wall recess for the manual follower and which has a relatively larger inner diameter in comparison thereto and has a toothed profile for interacting with corresponding lugs of the plate of the manual follower, and a recess for the pocket plate, which is arranged axially inwards with respect to the recess for the plate of the manual follower. [23] Wheel decoupling device according to claim 14, wherein the coupling housing has an axial inner side and the notched plate has an axially outer end face which faces the axially inner end face of the coupling housing, and wherein the notched plate has a radially outer region with an arrangement of holes extending longitudinally through it for fastening means and the coupling housing has a radially outer region with a corresponding arrangement of holes extending longitudinally through it for fastening means. [24] Wheel decoupling device according to claim 14, further comprising a coupling hub which is received axially inwards of the manual driver of the manual actuator and is connected to the pocket plate, wherein the coupling hub has an internal axle shaft tooth profile. [25] Wheel decoupling device according to claim 24, wherein the coupling hub and the pocket plate are formed in one piece. [26] Wheel decoupling device according to claim 24, wherein the coupling hub has a bearing circumferential surface and a bearing shoulder which is arranged axially inwards with respect to the pocket plate. [27] Wheel decoupling device according to claim 26, wherein the notched plate has a bearing circumferential surface and a bearing shoulder which is arranged axially inwards to the bearing shoulder of the coupling hub. [28] Wheel decoupling device according to claim 24, which further comprises a bearing that is received in a radial direction between the coupling hub and the notched plate. [29] Wheel assembly, comprising: a wheel hub that includes the following: a wheel hub body with an inner hub area with an inner hub surface including an inner bearing seat, an outer hub area with an outer hub face and an outer hub inner surface including an outer bearing seat, a steering knuckle through-opening that extends between the inner hub area and the outer hub area along a longitudinal axis, and a hub flange that extends transversely outwards between the inner hub area and the outer hub area and through which openings for wheel fasteners extend, an inner bearing that is mounted on the inner bearing seat of the inner hub area of ​​the wheel hub body of the wheel hub, an outer bearing that is mounted on the outer bearing seat of the outer hub area of ​​the wheel hub body of the wheel hub, a steering knuckle that includes the following: an inner steering knuckle area with an inner bearing seat and an outer steering knuckle area with an outer outer surface with an outer bearing seat and a steering knuckle nut circumferential surface that has steering knuckle nut engagement features and terminates in an outer steering knuckle end face, a kingpin nut with kingpin engagement features that engage with the kingpin nut engagement features of the kingpin, and the wheel decoupling device according to claim 14, wherein the coupling housing is connected to the wheel hub body of the wheel hub. [30] Wheel assembly, comprising: a wheel hub that includes the following: a wheel hub body with an outer hub area with an outer hub face with fastening channels in this and a steering knuckle through-hole and a hub flange that extends transversely outwards and through which openings for wheel fasteners extend, an axle shaft extending along an axis of rotation through the steering knuckle through-hole and having an outer section with engagement elements that is fixed in a rotationally fixed manner with respect to a section of the manually operated strut coupling, and the wheel decoupling device according to claim 14, wherein the coupling housing is connected to the wheel hub body of the wheel hub and the pocket plate is connected to the axle shaft. [31] Wheel assembly, comprising: a wheel hub that includes the following: a wheel hub body with a steering knuckle through-opening that extends along a longitudinal axis, and a hub flange extending transversely outwards from the wheel hub body and having through-holes for wheel fasteners extending through it, and a steering knuckle nut assembly, a steering knuckle that extends into the wheel hub body and is connected to the steering knuckle nut assembly, an axle shaft that extends along an axis of rotation through the steering knuckle and has an outer section with engagement features, and a manually operated wheel decoupling device that can rotate around the axis of rotation and which detachably connects the axle shaft and the wheel hub body, and which comprises the following: a clutch housing that is connected to the wheel hub body and encloses a longitudinal axis, a manual actuator and a manually operated strut coupling that can be manually operated by the manual actuator, which is at least partially enclosed by the coupling housing and which comprises the following: a pocket plate arranged axially inwards of a part of the manual actuator and having a plurality of pockets, a notched plate arranged axially inwards of the pocket plate and having a plurality of notches, and a plurality of struts which are received in the plurality of pockets of the pocket plate and can be moved into the plurality of notches of the notched plate by the manual actuator. [32] Wheel assembly according to claim 31, wherein the wheel hub comprises: an inner hub area with an inner hub face, an inner hub outer surface that extends in one direction away from the inner end face, and an inner hub surface extending in one direction away from the inner end face and having a sealing recess, as well as an inner bearing recess with an inner bearing seat and an inner bearing flange extending transversely inwards from the wheel hub body, and an outer hub area with an outer hub face with through-holes for fasteners in this, an outer hub surface that extends in one direction away from the outer hub face, and an outer inner surface of the hub which extends in one direction away from the outer hub face and has an outer bearing recess with an outer bearing seat and an outer bearing flange extending transversely inwards from the wheel hub body, and wherein the axle journal through-opening extends between the inner hub area and the outer hub area and includes a lubricant cavity between the inner bearing flange and the outer bearing flange. [33] Wheel assembly according to claim 32, the wheel hub further comprises the following: a speed sensor ring that is connected to the inner end face of the inner area of ​​the wheel hub body, an inner bearing that is mounted on the inner bearing seat of the inner hub area of ​​the wheel hub body of the wheel hub, an outer bearing that is accommodated in the outer bearing recess of the outer area of ​​the wheel hub body of the wheel hub, and a bearing spacer positioned between the inner bearing and the outer bearing, and the steering knuckle nut assembly comprises the following: a kingpin nut with a collar having a cylindrical section with kingpin engagement features and with an outer flat wrench area, and with a locking washer flange extending transversely outwards from the collar of the kingpin nut and having a retaining ring recess, a spiral retaining ring for nut retention, which is connected to the outer area of ​​the wheel hub via an annular groove in the outer inner surface of the wheel hub, in order to clamp the locking washer flange of the steering knuckle nut between the spiral retaining ring for nut retention and the outer bearing, a locking washer that is clamped between the locking washer flange of the steering knuckle nut and the outer bearing and has a steering knuckle engagement feature as well as a circumferential arrangement of locking ring openings, and a retaining ring having a retaining washer engagement feature extending through the retaining ring recess and into one of the retaining ring openings of the retaining washer. [34] Wheel assembly according to claim 33, wherein the axle stub comprises: an inner steering knuckle area with an inner bearing shoulder and an inner outer surface extending in one direction away from the inner bearing shoulder, with an inner bearing seat, an outer stub section with an outer outer surface with an outer bearing seat and with a stub nut circumferential surface having stub nut engagement features connected to the stub engagement features of the stub nut, and terminating at an outer stub end face that is axially recessed with respect to the outer hub end face of the wheel hub, and a central steering knuckle area with a conical outer surface. [35] Wheel assembly, comprising: a wheel hub, an axle shaft, and a wheel decoupling device comprising a passive one-way coupling that connects the axle shaft to the wheel hub in a drive-related manner and allows the wheel hub to be rotated relative to the axle shaft. [36] Wheel assembly according to claim 35, wherein the passive one-way coupling is a strut coupling. [37] Wheel assembly according to claim 35, wherein the passive one-way coupling comprises a passive pocket plate which is fixed in a rotationally fixed manner with respect to the axle shaft, and a plurality of passive struts which are received in pockets of the passive pocket plate and which can be passively driven into engagement with a plurality of notches of a notched plate, wherein the notched plate is fixed in a rotationally fixed manner with respect to the wheel hub. [38] Wheel assembly according to claim 35, wherein the passive one-way coupling comprises a passive pocket plate which is fixed in a rotationally fixed manner with respect to the wheel hub, and a plurality of passive struts which are received in pockets of the passive pocket plate and which can be passively driven into engagement with a plurality of notches of a notched plate, wherein the notched plate is fixed in a rotationally fixed manner with respect to the axle shaft.

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