Abstract:
An integrated wheel end which includes a movable clutch ring for selective engagement between an engaged and disengaged position for transferring driving torque from a drive shaft to the wheel end. The integrated wheel end incorporates a clutch ring abutment feature or travel limiter configured to position the movable clutch ring relative to a coupler on the wheel end during assembly with the drive shaft.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     The present application is related to, and claims priority from, U.S. Provisional Patent Application Ser. No. 60/952,954 filed on Jul. 31, 2007, and which is herein incorporated by reference. 
    
    
     STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH 
     Not Applicable. 
     BACKGROUND OF THE INVENTION 
     The present invention is related generally to the assembly of an integrated wheel end which includes a movable clutch ring for selective engagement between an engaged and disengaged position for transferring driving torque from a drive shaft to the wheel end, and in particular, to a coupler ring abutment feature configured to position the movable clutch ring relative to a coupler on the wheel end during assembly with the drive shaft. 
     In vehicles which have the ability to convert between two-wheel and four-wheel drive, a means must be provided to connect and disconnect the part-time drive wheels from the engine&#39;s drive shaft. One mechanism to accomplish this may be provided by a mechanical connect/disconnect at the integrated wheel ends for the part-time drive wheels. A drive component of the integrated wheel end, referred to as a coupler, has external splines which are in close axial relationship to a driven drive shaft having matching external splines. A clutch ring having internal splines which match the external splines of the coupler and the external splines of the drive shaft is disposed in engagement with the splines of the drive shaft and may be axially displaced for sliding engagement with the external splines of the coupler to selectively couple and decouple the drive shaft from the wheel end. An actuating mechanism, including a shift fork, is engaged with the outer peripheral edge of the clutch ring to provide for mechanical axial movement of the clutch ring into and out of engagement with the coupler. Axial movement of the shift fork during engagement is generally limited by an abutting relationship with a knuckle surface of the integrated wheel end. 
     Currently, as an integrated wheel end is assembled, there is a possibility that the external splines on the movable clutch ring or torque disconnect feature may not align with the external splines on the drive shaft. If this happens, and a retention nut on the drive shaft is tightened, the shift fork holding the movable clutch ring in place may fracture or deform in response to the axial forces applied to the movable clutch ring by the ends of the drive shaft splines. 
     Specifically, as the integrated wheel end is being assembled to the drive shaft, the clutch teeth of the clutch ring and the coupler on the wheel end are aligned, but the drive shaft clutch teeth may be out of alignment with the clutch teeth of the clutch ring. In this instance, forces applied to the clutch ring by the drive shaft have a tendency to press against the ends of the splines of the clutch ring, while the shift fork is in abutting engagement with a knuckle of the integrated wheel end. Since the base portion of the shift fork is abutting against the knuckle, axial forces applied to the axially unrestricted clutch ring impart stresses across the radial dimension of the shift fork which can potentially cause breakage or cracking of the shift fork during installation. 
     Accordingly, it would be advantageous to provide a means for restricting axial movement of the clutch ring during assembly of the integrated wheel end to the drive shaft, whereby axial forces applied to the clutch ring by the drive shaft during tightening of a retention nut or other attachment means do not impart significant stresses or moments across the radial dimension of the shift fork which may result in damage there to. It would be further advantageous to provide such a means which does not require redesign or redevelopment of existing integrated wheel ends, which does not risk the introduction of particulate matter into the external splines of the coupler, and which does not result in a weakening of the various splined components. 
     BRIEF SUMMARY OF THE INVENTION 
     Briefly stated, the present disclosure provides an integrated wheel end which includes a movable clutch ring having internal splines for selective engagement with the external splines of a drive shaft and a wheel end coupler, between an engaged and disengaged position for transferring driving torque from the drive shaft to the wheel end. The integrated wheel end incorporates a clutch ring abutment feature which is independent of the coupler, and which is configured to limit axial travel of the movable clutch ring relative to the coupler on the wheel end during assembly with the drive shaft. 
     The foregoing features, and advantages set forth in the present disclosure as well as presently preferred embodiments will become more apparent from the reading of the following description in connection with the accompanying drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS 
       In the accompanying drawings which form part of the specification: 
         FIG. 1A  is cut-away perspective view of an integrated wheel end of the present disclosure including a modified grease retainer ring configured to limit axial movement of the movable clutch ring shown in the engaged position; 
         FIG. 1B  is a view identical to  FIG. 1A , with the movable clutch ring removed. 
         FIG. 2A  is cut-away perspective view of an integrated wheel end of the present disclosure including an alternate modified grease retainer ring configured to limit axial movement of the movable clutch ring shown in the engaged position; 
         FIG. 2B  is a view identical to  FIG. 2A , with the movable clutch ring removed. 
         FIG. 3A  is cut-away perspective view of an integrated wheel end of the present disclosure including a clutch ring abutment ring flange mounted onto a relieved outer diameter of the bearing outer race to limit axial movement of the movable clutch ring shown in the engaged position; 
         FIG. 3B  is a view identical to  FIG. 3A , with the movable clutch ring removed. 
         FIG. 4A  is cut-away perspective view of an integrated wheel end of the present disclosure including a clutch ring abutment formed ring mounted onto a relieved outer diameter of the bearing outer race to limit axial movement of the movable clutch ring shown in the engaged position; 
         FIG. 4B  is a view identical to  FIG. 4A , with the movable clutch ring removed. 
         FIG. 5A  is cut-away perspective view of an integrated wheel end of the present disclosure including a clutch ring abutment annular spacer mounted onto a relieved outer diameter of the bearing outer race to limit axial movement of the movable clutch ring shown in the engaged position; 
         FIG. 5B  is a view identical to  FIG. 5A , with the movable clutch ring removed; 
         FIG. 6A  is cut-away perspective view of an integrated wheel end of the present disclosure including an annular extension of the inboard face of the bearing outer race to limit axial movement of the movable clutch ring shown in the engaged position; 
         FIG. 6B  is a view identical to  FIG. 6A , with the movable clutch ring removed; and 
         FIG. 7  is a sectional view of an integrated wheel end assembly mounted to a drive shaft and supporting knuckle. 
     
    
    
     Corresponding reference numerals indicate corresponding parts throughout the several figures of the drawings. It is to be understood that the drawings are for illustrating the concepts set forth in the present disclosure and are not to scale. Before any embodiments of the invention are explained in detail, it is to be understood that the invention is not limited in its application to the details of construction and the arrangement of components set forth in the following description or illustrated in the drawings. 
     DETAILED DESCRIPTION 
     The following detailed description illustrates the invention by way of example and not by way of limitation. The description enables one skilled in the art to make and use the present disclosure, and describes several embodiments, adaptations, variations, alternatives, and uses of the present disclosure, including what is presently believed to be the best mode of carrying out the present disclosure. 
     In general, a drive component of an integrated wheel end  10 , referred to as a coupler  100 , has external splines  102  which are in close axial relationship to a driven drive shaft  20  having matching external splines. A clutch ring  200  having internal splines  202  which match the external splines  102  of the coupler and the drive shaft  20  is disposed in engagement with the external splines  22  of the drive shaft  20  and may be axially displaced for sliding engagement with the external splines  102  of the coupler  100  to selectively couple and decouple the drive shaft  20  from the integrated wheel end  10 . A traditional actuating mechanism, including a shift fork  30 , as seen in  FIG. 7 , is engaged with an annular groove  204  in the outer peripheral edge of the clutch ring  200  to provide for mechanical movement of the clutch ring into and out of splined engagement with the coupler  100 . Axial movement of the shift fork  30  during engagement is limited by an abutting relationship with a knuckle surface  40  of the integrated wheel end  10 . 
     Turning to  FIGS. 1A and 1B , in a first embodiment, a modified grease retainer ring  300  is configured to provide a means for restricting axial movement or travel of the clutch ring  200  during assembly of the integrated wheel end  10  to the drive shaft  20 , whereby axial forces applied to the clutch ring  200  by the drive shaft  20  during tightening of a retention nut  50  or other attachment means do not impart significant stresses or moments across the radial dimension of the shift fork  30  which may result in damage there to. Specifically, the grease retainer ring  300 , which is disposed between the inner race  12  and outer races  14  of the bearing  16  to retain grease within the bearing and to prevent the entry of contaminates, is modified to include a rigid axially extending annular flange  302 . The axially extending annular flange  302  extends axially from the grease retainer ring  300 , and provides an annular surface  304  against which an annular face  206  of the clutch ring  200  will abut against when engaged with the external splines  102  of the coupler  100 . Abutting engagement between the clutch ring  200  and the axially extending annular flange  302  of the grease retainer ring  300  prevents the clutch ring  200  from moving axially towards the bearings  16  in response to applied axial loads, thereby significantly reducing stresses induced in the shift fork  30  during assembly. It will be readily recognized by those of ordinary skill in the art that the embodiment shown in  FIGS. 1A and 1B  does not require redesign or redevelopment of existing integrated wheel ends  10 , and does not risk the introduction of particulate matter into the exposed splines  102 ,  202  nor result in a weakening of the splined components. 
     Turning to  FIGS. 2A and 2B , an alternate embodiment of the modified grease retainer ring  400  is configured to provide a means for restricting axial movement of the clutch ring  200  during assembly of the integrated wheel end to the drive shaft  20 . Specifically, the modified grease retainer ring  400 , which is disposed between the inner race  12  and outer race  14  of the bearing  16  to retain grease within the bearing and to prevent the entry of contaminates, is modified to include a rigid axially extending annular flange  402  and overlap portion  404 . The axially extending annular flange  402  extends axially from the grease retainer ring  400 , and the overlap portion  404  extends radially outward along an annular end surface  18  of the bearing outer race  14 , to provides an annular surface  406  against which the annular face  206  of the clutch ring  200  will abut against when engaged with the external splines  102  of the coupler  100 . Abutting engagement between the clutch ring  200  and the axially extending annular flange  402  and overlap surface  406  of the modified grease retainer ring  400  prevents the clutch ring  200  from moving axially towards the bearings  16  in response to applied axial loads, thereby significantly reducing stresses induced in the shift fork during assembly. It will be readily recognized by those of ordinary skill in the art that the embodiment shown in  FIGS. 2A and 2B  does not require redesign or redevelopment of existing integrated wheel ends  10 , and does not risk the introduction of particulate matter into the exposed splines  102 ,  202  nor result in a weakening of the splined components. 
     Turning to  FIGS. 3A and 3B , a clutch ring abutment ring flange  500  mounted onto a relieved outer diameter  14 A of the bearing outer race  14  is configured to provide a means for restricting axial movement of the clutch ring  200 . Specifically, the clutch ring abutment ring flange  500  consists of an axially extending outer diameter portion  502  which fits over a relieved outer diameter  14 A of the bearing outer race  14 , and an axially extending inner diameter portion  504  which extends axially from the bearing outer race end surface  18 , and which is contiguous with the outer diameter portion via an annular web  506 . The axially extending inner diameter portion  504  provides an annular surface  508  against which an annular face  206  of the clutch ring  200  will abut when engaged with the external splines  102  of the coupler  100 . Abutting engagement between the clutch ring  200  and the axially extending inner diameter portion  504  of the clutch ring abutment ring flange  500  prevents the clutch ring  200  from moving axially towards the bearings  16  in response to applied axial loads, thereby significantly reducing stresses induced in the shift fork  30  during assembly. It will be readily recognized by those of ordinary skill in the art that the embodiment shown in  FIGS. 3A and 3B  does not require redesign or redevelopment of existing integrated wheel ends  10 , and does not risk the introduction of particulate matter into the exposed splines  102 ,  202  nor result in a weakening of the splined components. 
     Turning to  FIGS. 4A and 4B , a clutch ring abutment formed ring  500  mounted onto the relieved outer diameter  14 A of the bearing outer race  14  is configured to provide a means for restricting axial movement of the clutch ring  200 . Specifically, the clutch ring abutment formed ring  500  defines a contiguous J-shaped annular member. The elongated portion  502  of the “J” shaped defines an axially extending outer diameter portion which fits over a relieved outer diameter  14 A of the bearing outer race  14 , while the curved hook portion  504  of the “J” shape is turned radially inward and back to an abutting relationship with the bearing outer race end surface  18 . The curved hook portion  504  of the “J” shape portion provides an annular surface  506  against which an annular face  206  of the clutch ring  200  will abut when engaged with the external splines  102  of the coupler  100 . Abutting engagement between the clutch ring  200  and the formed ring  500  prevents the clutch ring  200  from moving axially towards the bearings  16  in response to applied axial loads, thereby significantly reducing stresses induced in the shift fork during assembly. It will be readily recognized by those of ordinary skill in the art that the embodiment shown in  FIGS. 4A and 4B  does not require redesign or redevelopment of existing integrated wheel ends  10 , and does not risk the introduction of particulate matter into the exposed splines  102 ,  202  nor result in a weakening of the splined components. 
     Turning to  FIGS. 5A and 5B , a clutch ring abutment annular spacer  600  mounted onto a relieved outer diameter  14 A of the bearing outer race  14  is configured to provide a means for restricting axial movement of the clutch ring  200 . Specifically, the clutch ring abutment annular spacer  600  consists of ring  602  of resilient material disposed axially adjacent the bearing outer race end surface  18 , and which includes an axially extended portion  604  fitted over a relieved outer diameter  14 A of the bearing outer race  14 . The ring portion  602  has sufficient axial thickness to provide an annular surface against which an annular face  206  of the clutch ring  200  will abut when engaged with the external splines  102  of the coupler  100 . Abutting engagement between the clutch ring  200  and the annular spacer  600  prevents the clutch ring  200  from moving axially towards the bearings  16  in response to applied axial loads, thereby significantly reducing stresses induced in the shift fork  30  during assembly. It will be readily recognized by those of ordinary skill in the art that the embodiment shown in  FIGS. 5A and 5B  does not require redesign or redevelopment of existing integrated wheel ends  10 , and does not risk the introduction of particulate matter into the exposed splines  102 ,  202  nor result in a weakening of the splined components. 
     Turning to  FIGS. 6A and 6B , an annular extension  700  of the inboard face  18  of the bearing outer race  14  is configured to provide a means for restricting axial movement of the clutch ring  200 . Specifically, the annular extension  700  extends the outer face  18  of the bearing outer race  14  in an axial direction sufficiently far so as to provide an annular surface against which an annular face  206  of the clutch ring  200  will abut when engaged with the external splines  102  of the coupler  100 . Abutting engagement between the clutch ring  200  and the annular extension  700  prevents the clutch ring  200  from moving axially towards the bearings  16  in response to applied axial loads, thereby significantly reducing stresses induced in the shift fork  30  during assembly. It will be readily recognized by those of ordinary skill in the art that the embodiment shown in  FIGS. 6A and 6B  does not require redesign or redevelopment of existing integrated wheel ends  10 , and does not risk the introduction of particulate matter into the exposed splines  102 ,  202  nor result in a weakening of the splined components. 
     Those of ordinary skill in the art will recognize that while the present disclosure is described in the context of facilitating the coupling of a drive shaft  20  to an integrated vehicle wheel end  10  for a part-time driven vehicle wheel, the inventive concepts and embodiments described herein are not limited to such, and may be utilized in a variety of devices in which a pair of axially aligned splined components are engaged and disengaged by means of a sliding clutch ring such as  200 . 
     As various changes could be made in the above constructions without departing from the scope of the disclosure, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.