U.S. patent application number 16/268541 was filed with the patent office on 2019-06-06 for lightweight pusher/tag axle.
The applicant listed for this patent is Dana Heavy Vehicle Systems Group, LLC. Invention is credited to Steven G. Slesinski, Steven J. Wesolowski, James F. Ziech.
Application Number | 20190168557 16/268541 |
Document ID | / |
Family ID | 58667680 |
Filed Date | 2019-06-06 |
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United States Patent
Application |
20190168557 |
Kind Code |
A1 |
Slesinski; Steven G. ; et
al. |
June 6, 2019 |
LIGHTWEIGHT PUSHER/TAG AXLE
Abstract
A non-driven axle for a vehicle or a trailer is provided. The
non-driven axle includes a first arm portion, a second arm portion,
and a central portion. The first arm portion is for rotatably
mounting a first wheel hub. The second arm portion is for rotatably
mounting a second wheel hub. The second arm portion is on an axial
end of the central portion opposite the first arm portion. The
central portion is between the first arm portion and the second arm
portion and may be substantially U-shaped or substantially
ring-shaped. The substantially U-shaped central portion includes a
main portion and a radially inner portion. The substantially
ring-shaped central portion includes a main portion and an inner
portion. The non-driven axle reduces a weight of a vehicle or
trailer while capable of being lifted without interfering with an
operation of a drive axle.
Inventors: |
Slesinski; Steven G.; (Ann
Arbor, MI) ; Wesolowski; Steven J.; (Waterville,
OH) ; Ziech; James F.; (Kalamazoo, MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Dana Heavy Vehicle Systems Group, LLC |
Maumee |
OH |
US |
|
|
Family ID: |
58667680 |
Appl. No.: |
16/268541 |
Filed: |
February 6, 2019 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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15348074 |
Nov 10, 2016 |
10239371 |
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16268541 |
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14938517 |
Nov 11, 2015 |
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15348074 |
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62263926 |
Dec 7, 2015 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60B 35/006 20130101;
B60G 2204/47 20130101; B60B 35/08 20130101; F16C 3/02 20130101;
B60G 2400/61 20130101; B60G 5/04 20130101; F16C 2326/05 20130101;
B62D 61/125 20130101; B60B 35/04 20130101; B60G 2300/402 20130101;
B60K 17/24 20130101; B60G 2206/31 20130101; B60K 17/22 20130101;
B60B 35/025 20130101; B60G 2206/32 20130101; B60G 2200/42
20130101 |
International
Class: |
B60G 5/04 20060101
B60G005/04; B60K 17/22 20060101 B60K017/22; B60K 17/24 20060101
B60K017/24; F16C 3/02 20060101 F16C003/02; B62D 61/12 20060101
B62D061/12 |
Claims
1. A non-driven axle, comprising: a first arm portion for rotatably
mounting a first wheel hub; a second arm portion for rotatably
mounting a second wheel hub; and a substantially ring-shaped
central portion between the first arm portion and the second arm
portion, the central portion comprising a main portion and a
radially inner portion, wherein the main portion is a hollow,
ring-shaped member having an U-shaped cross-section with an inner
surface, wherein the radially inner portion is coupled to the inner
surface of the main portion, wherein the second arm portion is on
an axial opposite end of the central portion than the first arm
portion.
2. The non-driven axle according to claim 1, wherein the main
portion defines a driveshaft operating area extending
therethrough.
3. The non-driven axle according to claim 1, further comprising a
first transition portion between the main portion and the first arm
portion and a second transition portion between the main portion
and the second arm portion, wherein the U-shaped cross section of
the main portion transitions into a cross-sectional shape of the
first arm portion at the first transition portion and the U-shaped
cross section of the main portion transitions into a
cross-sectional shape of and the second arm portion at the first
transition portion and the second transition portion.
4. The non-driven axle according to claim 1, further comprising: at
least one sensor positioned on the non-driven axle; and a control
system in communication with the at least one sensor and a lift
system, wherein the control system engages the lift system in
response to a detection from the at least one sensor.
5. The non-driven axle of claim 1, wherein the radially inner
portion is substantially ring-shaped.
6. The non-driven axle of claim 1, wherein the radially inner
portion has a constant thickness.
7. The non-driven axle of claim 1, wherein the radially inner
portion and the main portion have a fluid tight seal.
8. The non-driven axle according to claim 1, wherein the radially
inner portion has an inner surface defining an aperture formed
therein.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application is a continuation application of U.S.
application Ser. No. 15/348,074 filed on Nov. 10, 2016 which claims
the benefit, under 35 U.S.C. 119(e), of the provisional application
granted Ser. No. 62/263,926 filed on Dec. 7, 2015 and
non-provisional application No. 14/938,517 filed on Nov. 11, 2015,
the entire disclosures of which are hereby incorporated by
reference.
FIELD
[0002] The present disclosure relates to a non-driven axle for a
vehicle or a trailer that reduces the weight of the vehicle or
trailer while remaining capable of being lifted without interfering
with the operation of a drive axle.
BACKGROUND
[0003] Commercial vehicles or trailers having two or more rear
axles allow such vehicles to carry greater loads when compared to
vehicles and trailers having a single axle. Further, tractive
effort and load distribution can be increased in these
vehicles.
[0004] Any axle beyond one may be a drive axle or a dead axle. When
an additional axle is a dead axle, it may be positioned before (a
pusher axle) or after (a tag axle) a drive axle. Further, the
additional axle may be configured as a lift axle. However, vehicles
and trailers including additional axles have many drawbacks as a
result of the presence of the additional axles.
[0005] Conventional installations of additional non-driven axles
tend to be heavy. Despite a lack of drive components, such designs
still greatly increase the overall weight of the vehicle or
trailer. Consequently, the efficiency of the vehicle is negatively
affected.
[0006] When it is desired that an additional non-driven axle is
configured as a pusher axle, the axle also must be configured to
not interfere with a driveshaft used with the driven axle. Most
commonly, the axle is designed to include a "bend" that
accommodates a path of the driveshaft. To further complicate the
pusher axle configuration, many pusher axles are also configured to
be lift axles. When an additional axle is configured as both a
pusher and a lift axle, the axle design must accommodate the
driveshaft as the non-driven axle moves from a lowered to a raised
position.
[0007] It would be advantageous to develop a non-driven axle for a
vehicle or a trailer that reduces the weight of the vehicle or
trailer while capable of being lifted without interfering with the
operation of a drive axle.
SUMMARY
[0008] A non-driven axle including a first arm portion, a second
arm portion, and a substantially U-shaped central portion. The
first arm portion has a first wheel hub rotatably mounted thereto.
The second arm portion has a second wheel hub rotatably mounted
thereto. The second arm portion is on an axial end of the central
portion opposite the first arm portion. The substantially U-shaped
central portion is positioned between the first arm portion and the
second arm portion and includes a main portion and a radially inner
portion. The main portion is a hollow, arcuate member having an
U-shaped cross-section and the radially inner portion is a
substantially U-shaped member disposed against and coupled to an
open side of the main portion.
[0009] In another embodiment, a non-driven axle includes a first
arm portion, a second arm portion, and a substantially ring-shaped
central portion. The first arm portion has a first wheel hub
rotatably mounted thereto. The second arm portion has a second
wheel hub rotatably mounted thereto. The second arm portion is on
an axial end of the central portion opposite the first arm portion.
The substantially ring-shaped central portion is disposed between
the first arm portion and the second arm portion. The central
portion includes a main portion and a radially inner portion. The
main portion is a hollow, ring-shaped member having an U-shaped
cross-section and the radially inner portion is disposed within and
coupled to the main portion.
[0010] In yet another embodiment, a non-driven axle includes a
first arm portion, a second arm portion, and a substantially
ring-shaped central portion where the central portion includes a
main portion and an inner ring bearing assembly. The main portion
is a hollow, ring-shaped member having an U-shaped cross-section.
The inner ring bearing assembly includes a tube portion, a bearing
support structure, and a center bearing disposed within and coupled
to the main portion.
BRIEF DESCRIPTION OF THE DRAWINGS
[0011] The above, as well as other advantages of the present
embodiments, will become readily apparent to those skilled in the
art from the following detailed description when considered in the
light of the accompanying drawings in which:
[0012] FIG. 1A is a front elevation view of an axle according to
one preferred embodiment;
[0013] FIG. 1B is a partial, sectional view of the axle shown in
FIG. 1A, along the line 1B-1B of FIG. 1A;
[0014] FIG. 2A is a side perspective view of an axle and a
driveshaft according to another preferred embodiment;
[0015] FIG. 2B is a side elevation view of the axle and driveshaft
shown in FIG. 2B;
[0016] FIG. 3A is a side perspective view of an axle and a portion
of a section of a jointed driveshaft according to another preferred
embodiment; and
[0017] FIG. 3B is a side elevation view of the axle and the jointed
driveshaft shown in FIG. 3A, further including a vehicle
transmission and a drive axle.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0018] It is to be understood that the embodiments may assume
various alternative orientations and step sequences, except where
expressly specified to the contrary. It is also to be understood
that the specific devices and processes illustrated in the attached
drawings, and described in the following specification are simply
exemplary embodiments of the inventive concepts defined in the
appended claims. Hence, specific dimensions, directions,
orientations or other physical characteristics relating to the
embodiments disclosed are not to be considered as limiting, unless
expressly stated otherwise.
[0019] FIG. 1A illustrates an axle 100 according to a preferred
embodiment. The axle 100 is a non-driven axle for use with a
vehicle or a trailer. The axle 100 may be configured for use as a
pusher or a tag axle. The axle 100 may be in engagement with a lift
system 10 for placing and removing the axle 100 from a position
where at least two wheels (not shown) rotatably mounted to the axle
100 contact a surface that the vehicle or trailer is traversing.
The axle 100 includes a first arm portion 102, a second arm portion
104, and a central portion 106. The central portion 106 connects
the first arm portion 102 and the second arm portion 104. The axle
100, as depicted, is formed by welding a plurality of cast or
forged components together; however, it is understood that the
components of the axle 100 may be formed using other processes
including, but not limited to, cold working or stamping. The axle
100 is preferably formed from a steel; however, it is understood
that other rigid materials may be used.
[0020] The first arm portion 102 is a hollow, radially extending
elongate portion of the axle 100. As shown in FIG. 1A, the
cross-sectional shape of the first arm portion 102 is circular;
however, it is understood that other cross-sectional shapes
including, but not limited to, square, rectangular, or oval, may
also be used. A distal end 108 of the first arm portion 102 is
configured for rotatably mounting a wheel hub (not shown) thereto.
A brake flange 110 is securely coupled to the first arm portion
102, such as through a weld. It is understood that the first arm
portion 102 may be configured in another manner, depending on an
intended use of the axle 100. For example, the first arm portion
102 may be configured with a suspension bracket to facilitate
engagement with a lift system 10 or an air suspension system (not
shown).
[0021] The second arm portion 104 is a hollow, radially extending,
elongate portion of the axle 100 on the axially opposite end of the
central portion 106 than the first arm portion 102. As shown in
FIG. 1A, the cross-sectional shape of the second arm portion 104 is
circular; however, it is understood that other cross-sectional
shapes including, but not limited to, square, rectangular, or oval,
may also be used. A distal end 112 of the second arm portion 104 is
configured for rotatably mounting a wheel hub (not shown) thereto.
A brake flange 114 is securely coupled to the second arm portion
104, such as through a weld. It is understood that the second arm
portion 104 may be configured in another manner, depending on an
intended use of the axle 100. For example, the second arm portion
104 may be configured with a suspension bracket to facilitate
engagement with a lift system 10 or an air suspension system (not
shown).
[0022] The central portion 106 is a hollow, substantially U-shaped
assembly connecting the first arm portion 102 and the second arm
portion 104. The central portion 106 projects radially outward and
away from the first and second arm portions 102, 104. The central
portion 106 includes a main portion 116, a radially inner portion
118, and a suspension bracket 120. The radially inner portion 118
and the suspension bracket 120 are directly coupled to the main
portion 116. The radially inner portion 118 and the suspension
bracket 120 may be coupled to the main portion 116 through welding;
however, it is understood that other manners of coupling can be
used. The radially inner portion 118 has fluid tight seal with the
main portion 116. As shown in FIGS. 1A and 1B, the central portion
106 can also include at least one reinforcing member 122 disposed
between the main portion 116 and the radially inner portion
118.
[0023] The main portion 116 is a hollow, arcuate member joining the
first arm portion 102 and the second arm portion 104. As shown in
FIG. 1SA, the main portion 116 may have a substantially arched
cross-section that transitions into the cross-sectional shape of
the first arm portion 102 at a first transition portion 124. The
arched cross-section also transitions into the cross-sectional
shape of the second arm portion 104 at a second transition portion
126.
[0024] The radially inner portion 118 is an arched member disposed
against and coupled to an open side of the main portion 116. The
radially inner portion 118 is preferably formed from plate steel
and is welded to the main portion 116; however, it is understood
that the radially inner portion 118 may be formed in another manner
and coupled to the main portion 116 in any conventional manner. As
shown in FIG. 1B, in one embodiment, the radially inner portion 118
is a flat, plate having a width greater than a width of the main
portion 116 providing a surface to which the at least one
reinforcing member 122 may be attached to.
[0025] The reinforcing member 122 can be an arcuate member welded
to both the main portion 116 and the radially inner portion 118;
however, it is understood that a design of the main portion 116 or
the radially inner portion 118 may include a similar feature. As
shown in FIGS. 1A-1B, the axle 100 can include two reinforcing
members 122a, 112b. The reinforcing member 122a, 122b can be bands
that extend along the outer surface of the main portion 116.
Reinforcing members 122a, 122b can be positioned at the
intersection of the main portion 116 and the radially inner portion
118 to reinforce the seam created at the intersection.
[0026] The suspension bracket 120 is a member disposed against and
welded to the main portion 116 at a central location radially
outward from and radially opposite the radially inner portion 118.
The suspension bracket 120 facilitates engagement between the axle
100 and to a portion of the lift system 10. Further, the suspension
bracket 120 may be configured to engage with an air suspension
system (not shown). It is understood that the suspension bracket
120 may also be located on another portion of the axle 100 or that
the suspension bracket 120 may include a pair of spaced apart
members disposed opposite from one another on the axle 100.
[0027] In use, the axle 100 may be utilized as a tag or a pusher
axle in a tandem axle assembly (not shown). When utilized as a
pusher axle, the axle 100 defines a driveshaft operation area 128
within, radially inward from the radially inner portion 118 and
axially between the first arm portion 102 and the second arm
portion 104. The driveshaft operation area 128 provides clearance
for the operation of a driveshaft 130 while permitting the axle 100
and an associated drive axle (not shown) to move as part of a
vehicle suspension system (not shown). Further, the driveshaft
operation area 128 provides clearance between the driveshaft 130
and the axle 100 for a lifting and a lowering of the axle 100 as
performed by the lift system 10. More particularly, the driveshaft
operation area 128 provides a predetermined distance between the
driveshaft 130 and the axle 100 even when the axle 100 is raised,
lowered or moved during vehicle operation.
[0028] When the axle 100 is configured to provide clearance for
lifting and lowering of the axle 100 as performed by the lift
system 10, a control system (not shown) may direct the lift system
10 to operate in response to a detection by a sensor or a plurality
of sensors 101 that a load of the vehicle incorporating the axle
100 has changed. The sensors 101 are in communication with the
control system that is in communication with the lift system 10. In
one embodiment, the sensors are load sensors 101 including, but not
limited to, force sensors arranged on the axle 100 for detecting
one or more load indication parameters.
[0029] As a first non-limiting example, in response to a detected
decrease in load by the control system, the lift system 10 may be
engaged to place the axle 100 in a lifted condition, where wheels
associated with the axle 100 do not engage a surface that the
vehicle is traversing. Placing the axle 100 in the lifted condition
provides the vehicle the benefits of reduced tire wear for
diminished loads, an improvement to a fuel efficiency of the
vehicle, and a reduced toll cost (where such toll costs are
dependent on a number of engaged axles). Further, as a second
non-limiting example, in response to a detected increase in load by
the control system, the lift system 10 may be engaged to place the
axle 100 in a dropped condition, where wheels associated with the
axle 100 engage a surface that the vehicle is traversing. Placing
the axle 100 in the dropped condition provides the vehicle the
benefits of distributing a load of the vehicle between the axle 100
and a drive axle (not shown).
[0030] FIGS. 2A and 2B illustrate an axle 200 according to another
preferred embodiment. As shown in FIGS. 2A and 2B, the axle 200
includes similar components to the axle 100 illustrated in FIGS. 1A
and 1B. Similar features of the embodiment shown in FIGS. 2A and 2B
are numbered similarly in series, with the exception of the
features described below.
[0031] The axle 200 is a non-driven axle for use with a vehicle or
a trailer. The axle 200 may be configured for use as a pusher or a
tag axle. The axle 200 may be in engagement with a lift system (not
shown) for placing and removing the axle 200 from a position where
at least two wheels (not shown) rotatably mounted to the axle 200
contact a surface that the vehicle or trailer is traversing. The
axle 200 includes a first arm portion 202, a second arm portion
204, and a central portion 230. The axle 200 is formed by welding a
plurality of cast or forged components together; however, it is
understood that the components of the axle 200 may be formed using
other processes, such as cold working or stamping. The axle 200 is
preferably formed from a steel; however, it is understood that
other rigid materials may be used.
[0032] The central portion 230 is a hollow, substantially
ring-shaped assembly connecting the first arm portion 202 and the
second arm portion 204. The central portion 230 includes a main
portion 232 and a radially inner portion 234. In one embodiment, as
shown in FIGS. 2A-2B, the radially inner portion 234 is
substantially ring-shaped and has a constant thickness. The
radially inner portion 234 is welded to an inner surface of the
main portion 232; however, it is understood that the radially inner
portion 234 may be coupled to the main portion 232 in another
manner. The radially inner portion 234 has a fluid tight seal with
the main portion 232.
[0033] The main portion 232 is a hollow, substantially ring-shaped
member joining the first arm portion 202 and the second arm portion
204. The main portion 232 has an arched shaped cross-section that
transitions into the cross-sectional shape of the first arm portion
202 at a first transition portion 236. The U-shaped cross-section
also transitions into the cross-sectional shape of the second arm
portion 204 at a second transition portion 238. The main portion
232 defines a driveshaft operation area 240 that extends through
the center thereof. An inner surface of the radially inner portion
234 defines an aperture 242 formed therein which defines the
driveshaft operation area 240.
[0034] The radially inner portion 234 is a ring-shaped member
disposed within and welded to the main portion 232; however, it is
understood that the radially inner portion 234 may be coupled to
the main portion 232 in another manner. The radially inner portion
234 has a constant thickness that is substantially equal to or
larger than the diameter of the main portion 232.
[0035] In use, the axle 200 may be utilized as a tag or a pusher
axle in a tandem axle assembly (not shown). When utilized as a
pusher axle, the axle 200 defines the driveshaft operation area 240
through the main portion 232 and axially between the first arm
portion 202 and the second arm portion 204. The driveshaft
operation area 240 provides clearance for the operation of a
driveshaft 244 while permitting the axle 200 and an associated
drive axle (not shown) to move as part of a vehicle suspension
system (not shown). Further, the driveshaft operation area 240
provides clearance for lifting and lowering of the axle 200 as
performed by the lift system (not shown). More particularly, the
driveshaft operation area 240 provides a predetermined distance
between the driveshaft 244 and the axle 200 even when the axle 200
is raised, lowered or moved during vehicle operation.
[0036] When the axle 200 is configured to provide clearance for a
lifting and a lowering of the axle 200 as performed by the lift
system, a control system (not shown) may direct the lift system to
operate in response to a detection by a sensor or a plurality of
sensors that a load of the vehicle incorporating the axle 200 has
changed. The sensors are in communication with the control system
which is in communication with the lift system.
[0037] As a first non-limiting example, in response to a detected
decrease in load by the control system, the lift system may be
engaged to place the axle 200 in a lifted condition, where wheels
associated with the axle 200 do not engage a surface that the
vehicle is traversing. Placing the axle 200 in the lifted condition
provides the vehicle the benefits of reduced tire wear for
diminished loads, an improvement to a fuel efficiency of the
vehicle, and a reduced toll cost (where such toll costs are
dependent on a number of engaged axles). Further, as a second
non-limiting example, in response to a detected increase in load by
the control system, the lift system may be engaged to place the
axle 200 in a dropped condition, where the wheels associated with
the axle 200 engage a surface that the vehicle is traversing.
Placing the axle 200 in the dropped condition provides the vehicle
the benefits of distributing a load of the vehicle between the axle
200 and a drive axle (not shown).
[0038] FIGS. 3A and 3B illustrates an axle 300 (shown in
cross-section in FIG. 3B) according to another preferred
embodiment. The axle 300 includes similar components to the axle
200 illustrated in FIGS. 2A and 2B. Similar features of the
embodiment shown in FIGS. 3A and 3B are numbered similarly in
series, with the exception of the features described below. The
axle 300 is a non-driven axle for use with a vehicle or a trailer.
The axle 300 as shown in FIG. 3A is configured for use as a pusher
axle. The axle 300 may be in engagement with a lift system (not
shown) for placing and removing the axle 300 from a position where
at least two wheels (not shown) rotatably mounted to the axle 300
contact a surface that the vehicle or trailer is traversing.
[0039] The axle 300 includes a first arm portion 302, a second arm
portion 304, and a central portion 350. The central portion 350
connects the first arm portion 302 and the second arm portion 304.
The axle 300 is formed by welding a plurality of cast or forged
components together; however, it is understood that the components
of the axle 300 may be formed using other processes including, but
not limited to, cold working or stamping. The axle 300 is
preferably formed from a steel; however, it is understood that
other rigid materials may be used. As shown in FIG. 3A, the axle
300 includes a center bearing 352 mounted in the axle 300. A
section of a jointed driveshaft 354 is mounted in the center
bearing 352. The jointed driveshaft 354 facilitates driving
engagement between a vehicle transmission 356 and a drive axle
358.
[0040] The central portion 350 is a hollow, substantially
ring-shaped assembly between the first arm portion 302 and the
second arm portion 304. The central portion 350 includes a main
portion 360 and an inner ring bearing assembly 362. A portion of
the inner ring bearing assembly 362 is welded to the main portion
360; however, it is understood that the inner ring bearing assembly
362 may be coupled to the main portion 360 in another manner.
[0041] The main portion 360 is a hollow, substantially ring-shaped
member joining the first arm portion 302 and the second arm portion
304. The main portion 360 has an arched shaped cross-section that
transitions into the cross-sectional shape of the first arm portion
302 at a first transition portion 364. The U-shaped cross-section
also transitions into the cross-sectional shape of the second arm
portion 304 at a second transition portion 366. The main portion
360 defines a driveshaft operation area 368 through the center
thereof therethrough.
[0042] The inner ring bearing assembly 362 is disposed within and
welded to the main portion 360; however, it is understood that the
inner ring bearing assembly 362 may be coupled to the main portion
360 in another manner. The inner ring bearing assembly 362 includes
a radially inner portion 370, a bearing support structure 372, and
the center bearing 352.
[0043] The radially inner portion 370 is a ring-shaped member
disposed within and welded to the main portion 360 and the bearing
support structure 372. The radially inner portion 370 has a
constant thickness that is substantially equal to or larger than
the diameter of the main portion 360.
[0044] The bearing support structure 372 is a hollow member having
at least two support members 376 extending radially therefrom. The
support members 376 are welded to the radially inner portion 370
and a bearing mount 378. As shown in FIG. 3B, the bearing support
structure 372 includes two support members 376, but it is
understood that another number or a single support member covering
an interior of the radially inner portion 370 may also be used. The
bearing mount 378 is a hollow member into which the center bearing
352 is disposed. An outer race of the center bearing 352 is engaged
with the bearing mount 378 to prevent rotation thereof within the
bearing mount 378, such as through a press fit, but it is
understood that other methods and configurations may be used to
prevent rotation of the center bearing 352. Further, the center
bearing 352 may be flexibly (but not rotationally) mounted in the
bearing mount 378 using an elastomeric material. Flexibly mounting
of the center bearing 352 permits the axle 300 to be raised or
lowered accounting for any misalignment between the center bearing
352 and the jointed driveshaft 354 during such a process.
[0045] The center bearing 352 receives a section of the jointed
driveshaft 354. The center bearing 352 is a roller bearing
configured for mounting a portion of the jointed driveshaft 354
therein for rotatably supporting the jointed driveshaft 354 during
operation of a vehicle the axle 300 is incorporated in.
Alternately, the center bearing 352 may be configured as a
spherical bearing which permits a portion of the center bearing 352
to rotate with the jointed driveshaft 354 as the axle 300 is raised
or lowered.
[0046] As shown in FIGS. 3A and 3B, an inner race of the center
bearing 352 is engaged with an outer surface of the jointed
driveshaft 354 to prevent rotation therebetween, while also
allowing the center bearing 352 to move axially along a portion of
the section of the jointed driveshaft 354. In response to the axle
300 being raised or lowered, a position of the center bearing 352
along the jointed driveshaft 354 may need to be adjusted. A
plurality of bearings 379 (or similar guide features) are partially
disposed in recesses 380 in the inner race of the center bearing
352 and axial races 381 formed in the outer surface of the jointed
driveshaft 354. When the axle 300 is raised or lowered, the
bearings 379 rotate within the recesses 380 and move along the
axial races 381 in response to movement of the jointed driveshaft
354. While not shown in FIGS. 3A and 3B, the jointed driveshaft 354
and the bearing support structure 372 may be fitted with a flexible
slip joint cover to ensure that the bearings 379 and the center
bearing 352 are operated in a clean environment.
[0047] In use, the axle 300 is utilized as a pusher axle in a
tandem axle assembly (not shown). The axle 300 including the inner
ring bearing assembly 362 defines the driveshaft operation area 368
through the main portion 360 and between the first arm portion 302
and the second arm portion 304. The driveshaft operation area 368
provides clearance for the operation of the jointed driveshaft 354
while permitting the axle 300 and the associated drive axle 358 to
move as part of a vehicle suspension system (not shown). Further,
the driveshaft operation area 368 provides clearance for a lifting
and a lowering of the axle 300 as performed by the lift system (not
shown).
[0048] When the axle 300 is configured to provide clearance for a
lifting and a lowering of the axle 300 as performed by the lift
system, a control system (not shown) may direct the lift system to
operate in response to a detection by a sensor or a plurality of
sensors that a load of the vehicle incorporating the axle 300 has
changed. The sensors are in communication with the control system
which is communication with the lift system. As a first
non-limiting example, in response to a detected decrease in load by
the control system, the lift system may be engaged to place the
axle 300 in a lifted condition, where wheels associated with the
axle 300 do not engage a surface the vehicle incorporating the axle
300 is incorporated in is traversing. Placing the axle 300 in the
lifted condition provides the vehicle the benefits of reduced tire
wear for diminished loads, an improvement to a fuel efficiency of
the vehicle, and a reduced toll cost (where such toll costs are
dependent on a number of engaged axles). Further, as a second
non-limiting example, in response to a detected increase in load by
the control system, the lift system may be engaged to place the
axle 300 in a dropped condition, where wheels associated with the
axle 300 engage a surface the vehicle incorporating the axle 300 is
incorporated in is traversing. Placing the axle 300 in the dropped
condition provides the vehicle the benefits of distributing a load
of the vehicle between the axle 300 and a drive axle (not
shown).
[0049] In accordance with the provisions of the patent statutes,
the present designs have been described in what is considered to
represent the preferred embodiments. However, it should be noted
that these embodiments can be practiced otherwise than as
specifically illustrated and described without departing from its
scope or spirit.
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