Drive train and constant velocity joint for recreational vehicle

Abstract

A driveline and constant velocity joint for a recreational vehicle are disclosed. The universal joint includes a housing, a bore connected with the axle, and an inner member rotatably connecting the axle to the housing. The retention mechanism improves retention of the constant velocity joint, including hydraulic-based, disc-based, pin-based, spline-based, and spring ring-based mechanisms. The hydraulic-based system maintains engagement with an adjustable hydraulic pressure. The disc-based mechanism employs a conical disc that provides additional friction to resist the pull-out force. The pin-based retention involves corresponding tracks or grooves in the drive pad or pin and in the shaft interface gear. The spline-based mechanism includes a tool-free locking axle shaft retention system having a rotationally interrupted spline. The spring ring-based retention is a plurality of flexible retention rings placed axially along the spline, providing improved shaft retention. The retention mechanism enhances the performance and reliability of the driveline by securing the connections of the constant velocity joints.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims the benefit of U.S. Provisional Patent Application No. 63 / 582,989, filed on September 15, 2023, entitled “DRIVETRAIN AND CONSTANT VELOCITYJOINTS FOR RECREATIONAL VEHICLES,” the contents of which are expressly incorporated herein by reference. Background Art

[0002] Recreational vehicles, such as all-terrain vehicles (ATVs) and utility vehicles (UTVs), are popular off-road vehicles designed to handle rough terrain and harsh environments. ATVs are generally smaller and more maneuverable, while UTVs are larger and often equipped with a cargo box for transporting materials and / or seats for additional passengers. Both types of vehicles are often used for recreational activities such as hunting, camping, and off-road riding, as well as for work-related tasks such as farming, construction, and search and rescue.

[0003] One of the key components of ATVs and UTVs is the drivetrain, which transfers power from the engine to the wheels. The drivetrain typically includes a transmission, differential, and axles. The transmission adjusts the engine's speed and torque to accommodate changing driving conditions. Meanwhile, the differential distributes power evenly between the wheels, allowing for smooth cornering and enhanced traction. The axle serves as a connection between the wheels and the differential, facilitating wheel rotation.

[0004] Axle shafts, also known as axle shafts, play a vital role in the drivetrain of ATVs and UTVs. These long, thin metal shafts transfer power from the differential to the wheels, allowing them to rotate. Typically made of a strong material such as steel or aluminum, axle shafts are designed to withstand the rugged terrain these vehicles often traverse. Depending on the specific application and the expected stress levels, axle shafts can be solid or hollow.

[0005] Overall, ATVs and UTVs are versatile and durable vehicles designed to handle a wide range of tasks and environments. The drive train and the components it contains play a key role in ensuring the reliability and performance of the vehicle in challenging conditions. As with any vehicle, regular maintenance and proper use are important to ensure these components and the entire vehicle remain in good working condition. Summary of the invention

[0006] According to embodiments of the present disclosure, a drive train and associated components are disclosed. Specifically, various embodiments are directed to improvements in the retention mechanisms of constant velocity joints. Various embodiments provide improvements to conventional retention methods for constant velocity joints, which typically utilize snap rings inserted into grooves on splined locking elements. When the locking element is inserted into a receiving hub, the snap ring is compressed as it passes through the hub splines. When the shaft is fully inserted, the hub has a machined feature that allows the snap ring to expand and lock the shaft in place. However, the applicant has determined that if the angle of the hub feature is too steep, removing the shaft for maintenance can become very difficult. In addition, if the angle is not steep enough, there is a risk that the shaft will fall off during use.

[0007] Therefore, various embodiments of the present disclosure are directed to improvements in constant velocity joint retention mechanisms for maintaining a secure connection between a constant velocity joint and a drive hub, differential, gearbox, etc. Such embodiments also provide for easy insertion and removal of the axle while providing positive and secure retention when the axle is in place. Therefore, various embodiments, by providing enhanced locking features, ensure that the half-axle is securely retained within the receiving hub and enhance the reliability and performance of the drive unit in various applications. In addition, various embodiments simplify the process of inserting and removing the half-axle, thereby simplifying maintenance procedures and reducing the risk of damage during repairs. In addition, various embodiments are designed as "plug and play" components, thereby minimizing changes to surrounding systems, so that the embodiments can generally be deployed horizontally on another vehicle platform that does not include the current / new drive line architecture, and with minimal cost impact.

[0008] Therefore, various embodiments relate to a constant velocity joint designed for a recreational vehicle. The joint includes a housing made of a rigid material extending from a rearward end to a forward end. The rearward end has a hole for receiving an axle and rotatably connected to the axle, the hole leading to an interior space surrounded by a cylindrical body of the housing. In addition, the joint includes one or more internal components for rotatably connecting the axle to the housing. The constant velocity joint includes a forward locking element positioned at the forward end of the housing. The element includes several splines extending parallel to the central axis of the housing and distributed around the forward locking element. The forward locking element also includes a circumferential groove into which a snap ring is inserted.

[0009] In addition, various embodiments describe a retaining mechanism for fixing the housing in place during installation into a receiver. In one or more embodiments, the retaining mechanism includes a hydraulic channel containing a hydraulic fluid, a set screw, and a movable locating pin. The hydraulic channel has two ends, wherein the first end defines an opening to the channel and the second end is positioned near a groove of a forward locking element. The movable locating pin located in the second end of the channel can be adjusted vertically by fluid pressure. The pin can determine the depth of the groove based on its position at the second end. The set screw positioned at the first end of the channel can be adjusted upward or downward to increase or decrease the pressure of the hydraulic fluid from the channel.

[0010] In one or more embodiments, the retaining mechanism includes a tapered disk having a diameter that substantially matches the diameter of the forward face of the forward locking element, the tapered disk defining a concave surface and a convex surface. When inserted into the receiver, when the housing is pulled rearwardly, the side edge of the tapered disk can engage with the interior surface of the receiver so that the tapered disk provides additional friction to resist the rearward pull-out force.

[0011] In one or more embodiments, the retaining mechanism includes a spline lock that is rotatably mounted to the forward face of the locking element by rotating the shaft. In one or more embodiments, the spline lock is a tool-free locking half-shaft retention system that defines a set of separate rotating splines positioned adjacent to the splines of the forward locking element. In various embodiments, a rotation spring is mounted to the shaft and is configured to rotate the mechanism from a first position to a second position, in which the splined section is aligned with the splines and in which the splined section is misaligned with the splines, thereby preventing sliding interaction between the splined receiver and the splined constant velocity joint. In one or more embodiments, the retaining mechanism includes one or more pins positioned on the forward locking element and corresponding to one or more tracks in the receiver. In various embodiments, the one or more tracks in the receiver include a first axial portion, a first circumferential portion, and a second axial portion, the first axial portion extending axially for providing a track for the pin to enter the receiver, the first circumferential portion providing a track for the pin to rotate and deflect away from the first axial portion, and the second axial portion providing a track for the pin to move axially rearwardly into the groove, thereby providing a secure connection between the receiver and the housing;

[0012] The above summary is not intended to describe each illustrated embodiment or every implementation of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] The drawings included in this application are incorporated into the specification and constitute a part of the specification. The drawings illustrate embodiments of the present disclosure and, together with the specification, are used to explain the principles of the present disclosure. The drawings are only illustrations of certain embodiments and do not limit the present disclosure.

[0014] Figure 1 A perspective view of a recreational vehicle is shown in accordance with one or more embodiments of the present disclosure.

[0015] Figure 2 A bottom view of a recreational vehicle and powertrain is shown according to one or more embodiments of the present disclosure.

[0016] Figure 3A A partial rear perspective view of a rear portion of a recreational vehicle and a drive train is shown in accordance with one or more embodiments of the present disclosure.

[0017] Figure 3B A side cross-sectional view of a constant velocity joint is shown in accordance with one or more embodiments of the present disclosure.

[0018] FIG. 4A to FIG. 4D A side cross-sectional view of a constant velocity joint housing and hydraulic retaining mechanism is shown in accordance with one or more embodiments of the present disclosure.

[0019] FIG. 5A to FIG. 5C A side cross-sectional view of a constant velocity joint housing and retaining mechanism is shown in accordance with one or more embodiments of the present disclosure.

[0020] Figure 6 A side cross-sectional view of a constant velocity joint and an axial spring is shown in accordance with one or more embodiments of the present disclosure.

[0021] 7A to 7E Perspective, cross-sectional, and front views are shown of a constant velocity joint and a retaining mechanism according to one or more embodiments of the present disclosure.

[0022] Fig. 8A A perspective view of a constant velocity joint boot camp / area is shown in accordance with one or more embodiments of the present disclosure.

[0023] Figure 8B A side view of a constant velocity joint boot is shown in accordance with one or more embodiments of the present disclosure.

[0024] Fig. 9 A side view of a constant velocity joint boot is shown in accordance with one or more embodiments of the present disclosure.

[0025] FIG. 10A to FIG. 10B A side cross-sectional view of a constant velocity joint housing and retaining mechanism is shown in accordance with one or more embodiments of the present disclosure.

[0026] Fig.11A side cross-sectional view of a constant velocity joint housing and retaining mechanism is shown in accordance with one or more embodiments of the present disclosure.

[0027] Fig.12 A rear view of a differential configured with a pair of crossed half-axles is shown in accordance with one or more embodiments of the present disclosure.

[0028] Fig.13 A perspective view of a coupling device for connecting a rotating shaft in a vehicle powertrain is shown according to one or more embodiments of the present disclosure.

[0029] Fig.14 An exploded view of a coupling device for connecting a rotating shaft in a vehicle powertrain is shown according to one or more embodiments of the present disclosure.

[0030] Fig.15 A cross-sectional view of a coupling device for connecting a rotating shaft in a vehicle powertrain according to one or more embodiments of the present disclosure is shown.

[0031] Fig.16 A partial cross-sectional view of a coupling device according to one or more embodiments of the present disclosure is shown.

[0032] Fig.17 A steering system architecture having a constant velocity joint steering shaft is shown according to one or more embodiments of the present disclosure.

[0033] Figures 18 to 20 are various views of a dual-guide spline interface 1800 according to one or more embodiments of the present disclosure.

[0034] Although the embodiments of the present disclosure may be subjected to various modifications and alternative forms, the details thereof have been shown by way of example in the accompanying drawings and will be described in detail. However, it should be understood that it is not intended to limit the present disclosure to the specific embodiments described. On the contrary, it is intended to cover all modifications, equivalents and alternatives that fall within the spirit and scope of the present disclosure. DETAILED DESCRIPTION

[0035] refer to Figure 1, showing a perspective view of a recreational vehicle 100. In one or more embodiments, the vehicle 100 is generally designed as an all-terrain vehicle (ATV) and includes a frame 102 that supports a straddle-type seat 110 that is narrow enough for a rider to comfortably straddle. However, in various embodiments, the vehicle 100 can be any type of alternative recreational vehicle. For example, the vehicle 100 can be a utility vehicle (UTV) and / or can feature any of a variety of seat designs. For example, in one or more embodiments, the vehicle 100 can feature a bucket seat and / or an additional passenger seat next to or behind the operator seat. In one or more embodiments, the vehicle 100 is equipped with a set of wheels, including a left front wheel 120, a right front wheel 122, a left rear wheel 124, and a right rear wheel ( Figure 1 The handlebars 104 are used to steer the vehicle.

[0036] In one or more embodiments, the left front wheel 120 and the right front wheel 122 are connected to the frame 102 via a front suspension, while the left rear wheel 124 and the right rear wheel are connected via a rear suspension. The engine 106 mounted on the frame 102 provides power to the rear wheels and / or the front wheels through a transmission system to propel the vehicle, as will be further described below. Certain embodiments include an input device mounted on the handlebar 104 for selecting different drive modes, such as a multi-position mode switch 108. The switch can provide three positions, which correspond to on-demand four-wheel drive, two-wheel drive with a locking differential, and two-wheel drive with an open or unlocked differential. An optional second switch 112 can be added to the handlebar 104.

[0037] refer to Figure 2 , Figure 2 A bottom view of a recreational vehicle 100 is shown according to one or more embodiments. Figure 2 As shown, the vehicle 100 includes a frame 102 and a plurality of wheels 120, 122, 124, 126. In certain embodiments, the front wheels 120, 122 are connected to the frame 102 via a front suspension 130. In addition, the rear wheels 124, 126 are connected to a rear axle assembly 134, which in turn is connected to the frame 102 via a trailing arm 136, which can rotate relative to the frame 102. A vehicle engine 106 supported by the frame 102 selectively provides power to different wheels via a drivetrain 138.

[0038] In one or more embodiments, the drive train 138 includes a rear prop shaft 140 that transfers torque to a rear differential 142 that in turn drives a left rear axle 144 and a right rear axle 146. The rear differential 142 may be a lockable differential. In various embodiments, the drive train 138 includes a front prop shaft 148 that transfers torque to a front gearbox 150 that powers a left front axle 152 and a right front axle 154. The left front axle 152 and the right front axle 154 are coupled to the left front wheel 120 and the right front wheel 122, respectively. The left rear axle 144 and the right rear axle 146 are coupled to the left rear wheel 124 and the right rear wheel 126, respectively. In one or more embodiments, and further described below, half axles 144, 146, 152, 154 are each connected by one or more dual offset joints to allow torque to be transferred from the engine to the wheels while allowing a range of movement in the suspension. In one or more embodiments, the front gearbox 150 and / or the rear differential 142 can be constructed with the front wheels and / or the rear wheels for additional gear reduction. For example, in some embodiments, the wheel hubs can be configured to perform part or all of the gear reduction from the gearbox and / or the differential. In such embodiments, having a gear reduction at the wheel will increase ground clearance and reduce friction through suspension travel. In various embodiments, because some torque reduction occurs at the wheel, the halfshaft can also be reduced in size. The system also allows for a simple route for air that can be used to adjust tire pressure. For example, in some embodiments, due to the reduced size of the half axle, the air route can pass through the axle. In certain embodiments, by providing a gear reduction at the wheel hub rather than just at the transmission / differential, various embodiments allow for more suspension break-in, increase ground clearance, and reduce torque in the half-axles.

[0039] Additional references Figure 3A, a partial rear perspective view of the drive train 138 is shown. In one or more embodiments, and as described above, the recreational vehicle 100 includes an axle assembly 300 and a frame that forms a portion of the vehicle 100. In one or more embodiments, the rear axle assembly 300 includes a rear differential 142, a left wheel 124, and a right wheel 126. In various embodiments, the left wheel 124 is connected to the left rear half axle 144, and the right wheel is fixed to the right rear half axle 146. In one or more embodiments, the rear axle assembly 300 includes a rear differential 142 having an input shaft 166. The rear differential 142 is preferably capable of selectively transmitting rotational motion from the input shaft 166 to the left and right wheels 124, 126 of the rear axle assembly 300 via the left and right half axles 144, 146. As such, in various embodiments, the half axles 144, 146 are each coupled to the differential 142 and the left and right wheels 124, 126 by one or more double offset universal joints 304. In one or more embodiments, double offset universal joints 304 are used to couple the half axles 144, 146 between the differential 142 and the wheels 124, 126 to allow torque to be transferred from the engine to the wheels while allowing a range of motion in the suspension. In one or more embodiments, the rear axle assembly 300 is coupled to the frame via a suspension assembly. In one or more embodiments, the suspension assembly includes a first spring assembly 160 and a second spring assembly 160. Each spring assembly 160 includes a spring 162 disposed around a shock absorber 164. In Figure 3A The engine 106 is shown using a block diagram. Figure 3A In the embodiment of the present invention, the engine 106 is coupled to the input shaft 166 of the rear differential 142. The engine 106 and the rear differential 142 can cooperate to selectively rotate the left rear half axle 144 and the right rear half axle 146. As described above, the left rear half axle 144 and the right rear half axle 146 are respectively coupled to the left rear wheel 124 and the right rear wheel 126.

[0040] In one or more embodiments, the half-axles 144, 146 can be constructed with a torque limiting design, wherein the half-axles 144 and 146 incorporate shear bolts, shear pins, which are configured to fail at a specified torque below the torque failure threshold of one or more surrounding components. In such embodiments, the torque limiting device can be integrated into the half-axle rod and is designed to protect the CV, DOJ and the axle rod from damage caused by excessive torque. In one or more embodiments, the torque limiting device can range from a simple shear bolt or pin to a clutch mechanism. Currently, half-axle rod failure is costly and time-consuming, requiring the vehicle to be shipped to a repair factory. However, such a torque limiting device allows for quick and convenient on-site repairs, turning a potentially ruined day's ride into a manageable inconvenience. The solution should be compact and easy to replace using tools provided in the vehicle tool kit.

[0041] In one or more embodiments, one or more of the engine 106, the differential 142, and the gearbox 150 can be configured to include a two-way clutch assembly including a constant velocity (CV) universal joint internal element and a torque transfer element. In such embodiments, the CV universal joint (DOJ) internal element or cage and torque transfer elements, such as bearings, replace the standard cage and rollers used in current designs. In such embodiments, the cage and torque transfer element are internally housed in a drive housing or transmission, which results in a reduced distance between the pivots and an increased suspension travel capacity. In addition, in various embodiments, the two-way clutch includes a ramp profile built into the housing, which allows it to apply a load while achieving full-time engagement in both the forward axial direction and the reverse axial direction. In such embodiments, this improves the efficiency and performance of the drive mechanism. By using a specially designed ramp profile, the torque of the engine is transmitted to the wheel as the transmission shaft rotates, thereby engaging the ball with the ramp. This combination ultimately results in a more efficient, higher-performance, and more cost-effective solution with fewer parts required. Additionally, the integrated bi-directional clutch utilizes the CV cage and bearings to create a more cost-effective and simplified system compared to higher cost existing designs that rely on rollers, straight clutch profiles and a greater number of parts.

[0042] refer to Figure 3B , a cross-sectional view of a constant velocity joint 304 according to one or more embodiments is shown. In one or more embodiments, the constant velocity joint is constructed as a rzeppa joint, which includes an outer member 306 including a housing 303, an inner member 308 including a connector joint 309 configured to connect to an end of a half-axle 311, and a plurality of torque transfer elements 310. As shown, the constant velocity joint 304 is a double offset plug-in constant velocity joint, which includes a joint pivot point defined by the midpoint of two separate hinge points, and the constant velocity joint 304 accommodates axial translation. In one or more embodiments, the outer member 306 is a generally hollow cylindrical portion that includes a forward locking element 312 formed of a rigid material (e.g., steel). As will be further described below, the forward locking element 312 includes one or more features configured to connect to and maintain the connection between the housing 303 and the receiver 312 (such as, a drive hub, a differential, a wheel hub, etc.) to transmit rotational force between the receiver and the housing 306 and the axle 311.

[0043] In one or more embodiments, the outer element 306 includes a plurality of tracks formed in the inner surface 313. In various embodiments, each outer track has an arcuate profile. Alternatively, the outer element 306 may include a plurality of tracks having alternating depths. In certain embodiments, the outer element 306 includes eight tracks formed therein. However, it should be understood that each track may have a non-arcuate profile and any number of tracks may be formed in the outer element 306. In various embodiments, the plurality of tracks are equally spaced around the inner surface 313.

[0044] In one or more embodiments, the internal element 308 is a hollow member formed of a rigid material (e.g., steel). The internal element 308 is generally formed separately from the half-axle 311 and is disposed in a splined manner on the end portion of the half-axle 311. However, it should be understood that the internal element 308 can be formed integrally with the half-axle 311. In one or more embodiments, the internal element 308 defines a cylindrical hole passing through the internal element 308. A plurality of splines are formed on the internal element for driving engagement with the half-axle 311. In certain embodiments, the internal element 308 is fixed to the half-axle 311 using a snap ring, which is disposed in a groove formed in the outer surface of the half-axle 311. Alternatively, any other type of fastener can be used to fix the internal element 308 to the half-axle 311. For example, as will be further described below, various retaining mechanisms are described for the forward locking element 312 and the receiver. In various embodiments, these embodiments can be suitable for fixing the half-axle 311 with the internal element 308.

[0045] In one or more embodiments, a plurality of tracks are formed in the outer surface of the inner element. In various embodiments, each inner track has an arcuate profile. Alternatively, the inner element 308 may include a plurality of inner tracks having alternating depths. In various embodiments, the number and / or size / diameter of each inner track is complementary to the profile of each outer track of the corresponding outer element 306. In one or more embodiments, a plurality of torque transfer elements 310 include steel balls, such as bearings, disposed in each of the outer and inner tracks. The torque transfer element 310, the inner element 308, and the outer element 306 are precision machined to serve as mating surfaces for constant velocity joints known in the art. In one or more embodiments, in use, the constant velocity joint 304 facilitates articulation between the half-axle 311 and the connected differential, drive hub, wheel hub, etc. Additional discussion of constant velocity joints can be found in U.S. Pat. No. 8,641,538, which is incorporated herein by reference.

[0046] In one or more embodiments, the constant velocity joint 304 is constructed as a unified plug-in joint, where the joint 304 utilizes a high angle ball cage type joint for the inboard joint and incorporates a spline feature on the outer diameter for insertion into the drive housing. The drive housing has a splined profile through its center, while the inboard joint utilizes a ball cage type non-plug-in CV joint capable of 45 degree articulation. The outer surface of the outer race of the CV joint has a splined profile that slides within the splined portion of the final drive housing to enable the shaft insertion necessary for suspension travel. Such embodiments present a new drive shaft design that enables the inner and outer components to be closer together and allows for higher joint articulation compared to current CV / DOJ half-shafts.

[0047] refer to FIG. 4A to FIG. 4D , shows a side cross-sectional view of a housing 402 for a constant velocity joint 400 according to one or more embodiments. In one or more embodiments, the housing 402 is a cylindrical body 403 formed of a rigid material, such as steel. However, it should be understood that the housing 402 may be formed from any other material using any other process. In various embodiments, the housing 402 extends from a rearward end 404 to a forward end 406. In one or more embodiments, the housing 402 defines a hole 408 in the rearward end 404 that leads to an interior space 410 surrounded by the cylindrical body 403 for receiving an axle and being rotatably connected to the axle. For simplicity, FIG. 4A to FIG. 4D The internal components for rotatably connecting to the axle and the connected axle are omitted. In one or more embodiments, the forward locking element 412 is positioned on the forward end 406 of the housing 402. The forward locking element is configured as a locking mechanism 413 for installation into a receiving hub of a wheel hub and / or a drive unit (e.g., front drive, rear drive, differential, or transmission).

[0048] In one or more embodiments, the forward locking element includes a plurality of splines 414 extending parallel to the central axis 416 of the housing 402 and distributed circumferentially around the forward locking element 412. In various embodiments, the forward locking element 412 also includes a circumferential groove 418 and a snap ring 420 inserted into the groove 418. Figure 4CAs shown, the drive unit and / or wheel hub includes a corresponding receiver 424 for the locking element 412. In such embodiments, the receiver 424 includes a plurality of corresponding splines 426 and a groove 428 for receiving the snap ring 420. In such embodiments, when the forward locking element 412 is inserted, the splines 414, 426 interlock to resist rotational forces between the receiver 424 and the housing 402, while the snap ring 420 and the groove 428 are used to resist rearward movement of the locking element 412, which would separate the connected housing 402 and the receiver 424. FIG. 4A to FIG. 4D As shown, the housing and forward locking element 412 are shown as being formed from one piece of material. However, in certain embodiments, the various components of the constant velocity joint 400 may be formed from multiple pieces and coupled together to form the constant velocity joint 400.

[0049] In one or more embodiments, the housing 402 also includes a hydraulic locking mechanism 430 for locking the housing 402 in place when installed in the receiver 426. In such embodiments, the hydraulic locking mechanism 430 facilitates easy insertion and removal of the constant velocity joint 400, and / or provides positive and secure retention after the shaft is in place. In one or more embodiments, the hydraulic locking mechanism 430 includes a hydraulic channel 432 with hydraulic fluid, a set screw 434, and a movable set pin 436. In one or more embodiments, the hydraulic channel 432 is a machined fluid channel having at least two ends, including a first end 438 and a second end 440. In one or more embodiments, the first end 438 of the channel 432 is a portion extending radially relative to the central axis 416, defining a first opening to the hydraulic channel 432, while the other end 440 of the channel 432 is positioned adjacent to the groove 418 of the forward locking element 412. In such embodiments, a movable locating pin 436 is positioned in the second end 440 of the channel 432 and is vertically adjustable in the channel 432 such that the locating pin 436 determines the depth of the recess 418 by its relative position in the first end 440 of the channel 432. Similarly, in various embodiments, the set screw 434 is positioned in the first end 438 of the channel 432.

[0050] In various embodiments, the set screw 434 can be adjusted vertically upward or downward in the channel 432 to increase or decrease the pressure of the hydraulic fluid in the channel. The pressure in the channel controls the position of the movable dowel pin 436. For example, as the pressure in the channel 432 increases, the dowel pin 436 is pushed radially outward, and the snap ring 420 is expanded outward from the groove 418. For example, when the housing 402 is installed in the receiver 424, the set screw 434 advances, thereby causing the hydraulic pressure in the channel 432 to increase. The increased pressure forces the movable dowel pin 436 to extend into the corresponding feature in the receiving hub, thereby effectively holding the constant velocity joint 400 from the inside of the receiver 424 and ensuring a firm connection. In one or more embodiments, in order to remove the constant velocity joint 400 from the receiver 424, the set screw is retracted. This in turn reduces the hydraulic pressure in the channel 432. Therefore, the dowel pin 436 withdraws or releases the snap ring 420 from the receiving hub feature, thereby allowing the constant velocity joint 400 to be easily removed.

[0051] Although FIG. 4A to FIG. 4D An arrangement of a channel 432 having two ends 438, 440 is shown, but in some embodiments, the channel may have additional ends and additional locating pins disposed in the forward locking element 412. In some embodiments, the snap ring 420 may be replaced with an alternative embodiment of the locating pin 436. For example, in some embodiments, the locating pin 436 may include one or more protruding features that, when extending radially outward from the groove 418, are used to lock with the groove 428 of the receiver 424.

[0052] refer to FIG. 5A to FIG. 5C , shows a side cross-sectional view of a housing 502 for a constant velocity joint 500 according to one or more embodiments. In one or more embodiments, the housing 502 is similar to the one described above in FIG. 4A to FIG. 4D. For example, in various embodiments, the housing 502 extends from a rearward end 504 to a forward end 506. In one or more embodiments, the housing 502 defines a hole 508 in the rearward end 504 that leads to an interior space 510 surrounded by an outer cylindrical body 503 for receiving an axle and being rotatably connected to the axle. A forward locking element 512 is positioned on the forward end 506 of the housing 502. The forward locking element is configured as a locking mechanism for mounting into a receiving hub of a wheel hub and / or a drive unit (e.g., front drive, rear drive, differential, or transmission). In one or more embodiments, the forward locking element includes a plurality of splines 514 that extend parallel to a central axis 516 of the housing 502 and are circumferentially distributed around the forward locking element 512. In various embodiments, the forward locking element 512 also includes a circumferential groove 518 and a snap ring 520 inserted into the groove 518. As shown in FIG. FIG. 5B to FIG. 5C As shown, the drive unit and / or wheel hub includes a corresponding receiver 524 for the locking element 512. In such embodiments, the receiver 524 includes a plurality of corresponding splines 526 and a groove 528 for receiving the snap ring 520. In such embodiments, when the locking mechanism 512 is inserted, the splines 514, 526 interlock to resist rotational forces between the receiver 524 and the housing 502, while the snap ring 520 and the groove are used to resist rearward movement of the locking mechanism, which would separate the connected housing 502 and the receiver 524.

[0053] In one or more embodiments, the housing 502 further includes a disc retaining mechanism 530. In one or more embodiments, the disc retaining mechanism 530 includes a conical disc 532 having a diameter that substantially matches the diameter of the forward face 534 of the forward locking element 512. In one or more embodiments, the conical disc defines a concave surface 536 and a convex surface 538. In one or more embodiments, the disc 532 can be configured between at least two configurations, including FIG. 5A to FIG. 5B A configuration as shown, wherein the concave surface 536 faces rearward and the convex surface 538 faces forward. In certain embodiments, and as Figure 5B As shown, this configuration is generally used to insert the forward locking element 512 and the disc retaining mechanism 530 into the receiver 524. For example, in such embodiments, the forward convex surface allows for easy insertion into the receiver 424 with minimal friction between the tapered disc and the sides of the receiver 424.

[0054] In some embodiments, comprising Figure 5CIn one embodiment shown, the concave surface 536 faces forward and the convex surface 538 faces rearward. In this configuration, the disc retaining mechanism provides additional retention force in the axial direction to overcome the pull-out force. For example, in various embodiments, when the housing is pulled backward, the side edge 540 of the tapered disc engages with the inner surface 542 of the receiver, so that the tapered disc 532 provides additional friction to resist the backward pull-out force. For example, the applicant has determined that the disc retaining mechanism 530 provides an additional pull-out resistance of approximately 956N. In certain embodiments, this pull-out resistance combined with the snap ring 520 provides a pull-out resistance of approximately 1721N. In various embodiments, the tapered disc 532 is attached to the forward face 534 of the forward locking element by bolts, screws or other fasteners 544.

[0055] refer to Figure 6 , shows a cross-sectional view of a constant velocity joint 600 according to one or more embodiments. In one or more embodiments, the constant velocity joint 600 includes an outer member 604 including a housing 602, an inner member 606 including a connector joint 607 configured to connect to an end of a half-axle 609, and a plurality of torque transfer members 608. As shown, the constant velocity joint 600 is a double offset plug-in constant velocity joint. In various embodiments, the constant velocity joint 600 is similar to the constant velocity joint described above with reference to at least FIG. 3A to FIG. 3B A constant velocity joint 304 is shown and described.

[0056] In one or more embodiments, the constant velocity joint 600 further includes an axial spring 612. In various embodiments, the axial spring 612 extends axially between the forward-facing end surface 614 of the half-axle 609 and the rearward interior surface 616 of the housing 602. In one or more embodiments, the axial spring 612 includes a cup 613 connected to one or more ends of the spring. In such embodiments, the shape of the cup 613 is configured to conform to one or more of the half-axle 609 and the rearward interior surface 616. Thus, in various embodiments, the cup 613 improves the connection between the elements and reduces the chance of misalignment or separation. In one or more embodiments, the axial spring 612 is used to maintain the axial spacing between the outer element 604 and the inner element 606. For example, in some cases, the housing 602 is subjected to various pull-out forces as described above, which will close the distance between the inner element and the outer element of the constant velocity joint 600 and cause the housing 602 to fall from the receiver in some cases. However, the axial spring 612 resists the pull-out force on the constant velocity joint 600 by assisting the housing 602 in maintaining its forward position within the receiver. Furthermore, because the axial spring 612 is housed within the constant velocity joint 600, the various embodiments do not require modifications to the receiver, thereby allowing it to be deployed in any vehicle platform that does not include a driveline architecture.

[0057] 7A to 7E 1 shows a perspective view, a cross-sectional view, and a front view of a constant velocity joint 700 and a retaining mechanism 730 according to one or more embodiments of the present disclosure. Specifically, Fig. 7A A front perspective view of a constant velocity joint 700 is shown. FIG. 7B to FIG. 7C A cross-sectional view of the constant velocity joint 700 and the receiver 714 is shown, and FIG. 7D to FIG. 7E A front view of a retaining mechanism 730 is shown according to one or more embodiments. In one or more embodiments, the housing 702 is similar to that described above. FIG. 4A to FIG. 4D4. For example, in various embodiments, the housing 702 extends from a rearward end 704 to a forward end 706. In one or more embodiments, the housing 702 defines a hole 708 in the rearward end 704 that leads to an interior space 710 surrounded by an outer cylindrical body 703 for receiving an axle and rotatably connecting to the axle. A forward locking element 712 is positioned on the forward end 706 of the housing 702. The forward locking element 712 is configured as a locking mechanism for mounting into a receiving hub 714 of a wheel hub and / or a drive unit (e.g., front drive, rear drive, differential, or transmission). In one or more embodiments, the forward locking element includes a plurality of splines 713 that extend parallel to a central axis 716 of the housing 702 and are circumferentially distributed around the forward locking element 712.

[0058] In various embodiments, the forward locking element 712 also includes a retaining mechanism 730. In various embodiments, the retaining mechanism 730 includes a spline lock 732 that is rotatably mounted to the forward face of the locking element 712. In various embodiments, the spline lock 732 includes a tool-free locking half-axle retention system that uses a rotationally interrupted spline positioned adjacent to the splines 713 of the forward locking element 712. In such embodiments, the retaining mechanism 730 defines a separate section of splines 734 that is connected to the main section by a rotating shaft 736. The retaining mechanism 730 and the splined section 734 can be rotated by various methods, such as by a lever or cam feature. In certain embodiments, a rotation spring 738 is mounted to the shaft 736 and is configured to rotate the mechanism 730 from, for example, Fig.7D The first position shown is rotated to, for example, Fig. 7E A second position is shown in which the splined segment 734 and the splines 713 are misaligned and prevent the typical sliding interaction between the splined receiver and the splined CV joint 700. FIG. 7B to FIG. 7C As shown, during installation, the operator aligns the splined section 734 with the main spline 713, allowing the locking mechanism 712 to slide into the receiver 714. When fully seated, the rotating spline 734 enters the groove 740, and the spring 738 rotates the mechanism 730 so that the spline is then misaligned, thereby locking the housing in place. To remove, the operator rotates the splined section 734 back into alignment, allowing it to be removed from the receiver 714.

[0059] FIG. 8A to FIG. 8BA constant velocity boot 800 and boot clamp 804 are shown according to one or more embodiments of the present disclosure. In one or more embodiments, a constant velocity joint 806 is enclosed within a flexible or pliable boot 800. In various embodiments, such a boot 800 includes a first end 810 and a second end 812. In one or more embodiments, the first end 810 is typically a smaller end and is held by a first clamp 804A on a half-axle leading from the universal joint. In one or more embodiments, the second end 812 is a relatively larger end that is clamped to an annular surface of the body of the CV universal joint 806 by a second clamp 804B. In one or more embodiments, the boot 800 and the first clamp 804A and the second clamp 804B help provide a seal for the universal joint 806 within the operating range of the constant velocity joint. In one or more embodiments, the boot 800 is molded from an elastomeric material (e.g., rubber), which, for example, allows the boot to flex as the universal joint flexes.

[0060] In one or more embodiments, the clamp 804 includes a ring 820 of metal, polymer, fabric, or other suitable material having a selectively adjustable diameter controlled by a clamping mechanism 822. In various embodiments, the ring 820 also includes a pair of raised edges 826. In such embodiments, each raised edge 826 includes a portion of the material of the ring 820 that extends radially outward relative to a central axis passing through the ring 820. In such embodiments, the raised edges 826 cause less stress at the edge of the clamp due to the curved edge created by the radially outward extending raised edges 826. In addition, in various embodiments, the raised edges 826 structurally strengthen the ring 820 and add stiffness to the component in the radial direction. In addition, one or more embodiments reduce the risk of boot failure and / or grease leakage.

[0061] Fig. 9 FIG. 1 shows a side view of a constant velocity joint shield 900 according to one or more embodiments of the present disclosure. In one or more embodiments, the shield 900 is similar to the one described above. FIG. 8A to FIG. 8B . For example, in various embodiments, the shield 900 includes a first end 910 and a second end 812, which are clamped to the constant velocity joint 906 and the axle by a clamp 904. In one or more embodiments, the shield 900 includes a metal mesh layer 920. In one or more embodiments, the mesh layer 920 is made of a wire mesh or other material having a high ductility steel material. In one or more embodiments, the mesh layer 920 surrounds the shield 900. In such embodiments, the mesh layer 920 is used to protect the shield from foreign objects (such as rocks, branches, etc.).

[0062] FIG. 10A to FIG. 10B 1002 and a retaining mechanism 1030 according to one or more embodiments of the present disclosure. In one or more embodiments, the housing 1002 is similar to the housing 1002 described above. FIG. 4A to FIG. 4D 1004 to a forward end 1006. In one or more embodiments, the housing 1002 defines a hole 1008 in the rearward end 1004 leading to an interior space 1010 surrounded by the outer cylindrical body 1003 for receiving and rotatably connecting to the axle. A forward locking element 1012 is positioned on the forward end 1006 of the housing 1002. The forward locking element 1012 is configured as a locking mechanism for mounting into a receiving hub 1014 of a wheel hub and / or a drive unit (e.g., front drive, rear drive, differential, or transmission).

[0063] In one or more embodiments, the forward locking element 1012 includes a retaining mechanism 1030. In various embodiments, the retaining mechanism 1030 solves the half-axle retention problem in vehicles caused by various factors, including high horsepower engines, vibration, ground clearance, and assembly tolerances. In various embodiments, the retaining mechanism 1030 involves removing the splines from both the axle and the gear interface, such as described above with reference to FIG. 4A to FIG. 4D The splines discussed and described above are replaced with a specific number of drive pads or pins 1032. In various embodiments, the receiver 1014 will also include a plurality of corresponding tracks 1036 or grooves in the shaft interface gear. In one or more embodiments, the tracks 1036 include: a first axial portion 1040 that extends axially and provides a track for the pins 1032 to enter the receiver 1014; a first circumferential portion 1042 that provides a track for the pins 1032 to rotate and deviate from the first axial portion 104; and a second axial portion 1044 that provides a track for the pins 1032 to move axially rearwardly into the grooves and thereby provide a secure connection between the receiver 1014 and the housing 1002. In one or more embodiments, and as Fig. 10BAs shown, when inserted into the corresponding track, a circular retaining ring / clip 1040 can be inserted between the receiver 1014 and the housing 1002 to prevent axial movement and keep the shaft in place. In one or more embodiments, the pin 1032 includes a plurality of pins 1032 spaced circumferentially around the forward locking element. For example, in various embodiments, the pin 1032 can include a set of 3-6-9 or 12 pins or drive pads that are evenly spaced around the locking element. In some embodiments, the number and spacing of the pins can vary, such as based on the number required for each vehicle. In some embodiments, the pin 1032 can be constructed as a torque limiter by being configured to shear at a specific torque. In such embodiments, the pin can be a replaceable component that can be replaced in the field to prevent failure of the shaft and / or other drive train components. Compared with various embodiments, existing retention methods, such as bolt flanges, can be expensive and challenging to repair in the field. For example, machining and bolts are required, which need to be tightened and set to a specific torque.

[0064] Fig.11 1 shows a side cross-sectional view of a constant velocity joint housing 1102 and a retaining mechanism 1130 according to one or more embodiments of the present disclosure. In one or more embodiments, the housing 1102 is similar to the one described above in FIG. 4A to FIG. 4D 1104 to a forward end 1106. In one or more embodiments, the housing 1102 defines a hole 1108 in the rearward end 1104 that leads to an interior space 1110 surrounded by an outer cylindrical body for receiving and rotatably connecting to an axle. A forward locking element 1112 is positioned on the forward end 1106 of the housing 1102. The forward locking element 1112 is configured as a locking mechanism for mounting into a receiving hub of a wheel hub and / or a drive unit (e.g., front drive, rear drive, differential, or transmission).

[0065] In one or more embodiments, the forward locking element 1012 includes a retaining mechanism 1130. In various embodiments, the retaining mechanism 1130 includes a plurality of splines 1134 and a plurality of grooves 1136 around the diameter of the splines 1134 and a retaining ring 1132. In such embodiments, the use of multiple flexible retaining rings can provide improved shaft retention in a spline universal joint. For example, in various embodiments, the ring 1132 is placed axially along the splines, and the corresponding grooves in the mating splines allow expansion and axially fix the housing 1102 in place in the receiver. In one or more embodiments, the placement of the ring 1132 and the groove 1136 can be calibrated for the desired retention force, and the relative rings can preload the system to remove slack or clearance in the universal joint. In such embodiments, the design of multiple retaining rings solves various problems associated with the design of a single ring. One or more embodiments help prevent the shaft from accidentally pulling apart by increasing the force required to pull the shaft outward or serving as a backup system. For example, if the shaft begins to separate, the inner retaining ring can engage into another groove, preventing the universal joint from completely separating and allowing the operator to correct the problem before damage occurs. In addition, this design provides a more consistent hold and reduces ramping. Due to manufacturing tolerances, a single ring design may have axial movement, increasing the possibility of the universal joint disengaging. With multiple rings, the universal joint can be designed to eliminate this movement and prevent universal joint failure. Although Fig.11 A design with multiple rings is shown, but in some embodiments, rather than multiple rings, some embodiments may include placing one ring near the middle of the spline length to improve positional accuracy and reduce backlash.

[0066] Fig.12 A rear view of a differential 1204 equipped with a pair of crossed half-axle rods 1206 as described in one or more embodiments of the present disclosure is shown. In various embodiments, the suspension travel of the driveline components may be constrained by many factors, one of which is the half-axle rod angle. For example, the suspension travel may be limited by the angular range of the constant velocity joint, the length of the half-axle rod, and other related factors. As the size of the half-axle rod increases, the angle between the differential and the wheel hub will also increase, which may therefore limit the suspension travel.

[0067] Additionally, the width constraints of recreational vehicles present challenges in developing ultra-long travel suspensions. One particularly challenging component to accommodate and optimize is the half-axle rods. In various embodiments designed to complement long travel suspensions, the half-axle rods may be arranged in a "crossover" configuration, where each half-axle rod extends across the differential body, resulting in a crossover of half axles. In such a design, the length of the half-axle rods may be increased by at least the length of the crossover 1208.

[0068] Figures 13 to 161 are various views of a coupling device 1300 according to one or more embodiments of the present disclosure. Specifically, various embodiments provide a coupling device 1300 for connecting two rotating shafts 1304, 1308 (e.g., half shafts, drive shafts, etc.) together. In one embodiment, the coupling device 1300 includes at least two parts or halves that, when put together, define a circular sleeve 1310 for connecting the rotating shafts 1304, 1308. The interior of the sleeve includes a plurality of splines 1314 along its length for rotatably connecting to the splined portions 1318 of the two rotating shafts 1304, 1308. Thus, in various embodiments, the coupling device 1300 is responsible for transmitting torque between the connected shafts. Breakage of half shafts, drive shafts, etc. often occurs under the worst riding conditions, sometimes causing the vehicle to break down. Replacement of the shaft is complicated and cumbersome for some customers, and cannot be performed on the roadside with basic tools. Thus, the various embodiments provide an innovative advantage by providing a simple solution that requires a minimum number of tools and can be easily performed at the roadside. Unlike most rotating or power transmitting shafts that use a pin or safety point designed into one of the dedicated system parts, this design uses a dedicated socket to accomplish the same task. The design allows the owner / operator to carry a small and simple part that can be replaced at the roadside without the need for special tools. In addition, the design also restores the torque carrying capacity to production values ​​rather than simply "limping" the vehicle home at a reduced level. The coupling device 1300 maintains the strength of previous designs, thereby providing a reliable and effective solution for connecting rotating shafts in a variety of applications, including power sports and automotive applications associated with any type of rotating shaft.

[0069] In one or more embodiments, a fully assembled pair of rotating shafts will include a first transmission shaft 1304 and a second transmission shaft 1308. The second transmission shaft 1308 includes a shaft pilot 1320 that is configured to couple with a corresponding pilot hole 1322 in the first transmission shaft 1304 to couple the first transmission shaft and the second transmission shaft together and resist axial movement that would separate the transmission shafts. In various embodiments, the ends of the transmission shafts each include a splined portion 1318 or axle splines to be rotatably coupled to another element. In such embodiments, when the first transmission shaft 1304 and the second transmission shaft 1308 are coupled together, the splined portions 1318 are aligned to define a combined splined portion 1328.

[0070] In various embodiments, the sleeve 1310 is assembled on the combined spline portion 1328, and the splines 1314 of the sleeve interlock with the splines 1318 of the rotating shaft to form a connected rotating shaft. In various embodiments, the sleeve 1310 may also include a connector for fixing a half or part of the sleeve on the combined spline portion 1328. Figures 13 to 16 As shown, in some embodiments, the coupling device 1300 also includes a clamping assembly 1330, which includes two or more parts that are assembled and tightened together on the sleeve 1310 using screws 1332, which extend into threaded holes in the clamping portion to lock the portion of the sleeve 1310 in place. Fig.16 As shown, in one or more embodiments, the coupling device 1300 includes a shear feature 1334 that is responsible for shearing in the event of an overload condition to protect the rest of the drive line. In one or more embodiments, the shear feature 1334 is a relatively thin portion of the sleeve 1310 that is designed to shear prior to rotating the shaft. Fig.16 As shown, the designed shear location is in the collar where the rotating shafts 1304, 1308 are connected.

[0071] refer to Fig.17 , shows a steering system architecture 1700 with a constant velocity joint steering shaft 1704 according to one or more embodiments of the present disclosure. Specifically, embodiments of the present invention provide a steering system architecture 1700 with a constant velocity joint steering shaft 1704 that incorporates dual constant velocity joints 1708 to improve performance and a more compact design. In one or more embodiments, the steering system architecture 1700 achieves a smaller size and a larger operating angle compared to existing systems. In contrast, existing steering systems and almost all other automotive applications use universal joint steering shafts. In some cases, heavy-duty applications may use constant velocity joint steering shafts in the steering system, but these are typically a combination of CVJ and UJ shafts.

[0072] In various embodiments, the steering system architecture 1700 solves the limitations of non-constant velocity joints by using two universal joints 1708 with special geometric structures to obtain constant speed performance. To improve this situation, a new constant velocity steering joint (CSJ) has been developed. The CSJ features an outer ball track and an inner ball track, and in this design, their tracks are opposite, which makes it different from existing universal joint designs. In addition, the spherical plate containing spring control is a unique design element that helps reduce the clearance in the system. In various embodiments, this innovative CSJ design allows constant speed to be transmitted at a higher operating angle, thereby achieving smoother operation. Compared with the double Cardan joint arrangement, the CSJ provides several advantages, including lighter weight and more compact design. These characteristics provide significantly greater freedom for the steering system design layout, thereby achieving a more efficient and flexible construction. In such embodiments, the steering system architecture allows it to effectively transmit constant speed with its compact size. In addition, various embodiments achieve a higher operating angle of up to 50 degrees. These features, combined with CSJ's unique design elements, enable improved performance and greater versatility in steering system design for a variety of automotive applications.

[0073] Figures 18 to 20 are various views of a dual-guide spline interface 1800 according to one or more embodiments of the present disclosure. Fig.18 An exemplary cross-sectional view of a double-guide spline universal joint 1800 is illustrated. Various embodiments provide a double-guide spline interface 1800 for connecting two rotating shafts 1804, 1808 (e.g., half shafts, drive shafts, etc.) together. The double-guide spline interface 1800 is defined by a male spline portion 1814 of the shaft 1804 and a female spline portion 1818 of the shaft 1808. Fig.19 and Fig. 20Exemplary cross-sectional views of the male spline portion 1814 and the female spline portion 1816 are illustrated, respectively. In various embodiments, the dual-guide spline interface 1800 is responsible for transmitting torque between the connected axles. When operating on a trail or other off-road environment, debris may invade the spline connection, causing wear. Additionally or alternatively, excessive operation may cause premature wear of the splines. In order to reduce or prevent debris intrusion or premature wear, the innovative advantages of the dual-guide spline interface 1800 include a first guide 1802 and a second guide 1806. For example, the dual-guide spline interface 1800 can increase the moment arm distance by utilizing the outer guide diameter and the inner guide diameter, and allow tighter diameter clearances and tolerances, thereby reducing spline wear and improving the axial alignment of the half-axle interface. In addition, the dual guides can prevent debris intrusion by reducing the clearance on the diameter within the interface. In some examples, the dual pilot spline interface 1800 may include optional first and second O-rings 1810 , 1812 , which may further help reduce debris intrusion and / or enhance alignment of the male spline portion 1814 relative to the female spline portion 1816 .

[0074] The first guide 1802 and the second guide 1806 can have features that provide improved performance. For example, the diameter PD1 of the first guide 1802, positioned toward the outboard end 1830, is greater than the spline outer diameter SOD. In addition, the diameter PD2 of the second guide 1806, positioned toward the inboard end 1805, is less than the spline inner diameter SID. In some examples, the inboard end 1805 can define internal features (e.g., pockets or recesses) to allow for turning center geometry (e.g., lathe) assisted manufacturing.

[0075] Generally, the first guide 1802 and the second guide 1806 define the point about which the shafts 1804 and 1808 rotate. The tolerances of PD1 and PD2 define the amplitude of the rotation. The distance DX defines the moment arm distance of the dual guide spline interface 1800. DX is greater than a single guide universal joint because the second position depends on the spline fit. The longer DX and tighter tolerances at PD1 and PD2 can provide reduced wobble of the dual guide spline interface 1800, thereby reducing premature wear and limiting debris intrusion. In addition, the reduction in the amplitude of rotation results in a sealed interface, which can be sealed using optional O-rings 1810 and 1812, wherein the variation in O-ring compression is reduced and the side load of the dual guide spline interface 1800 is reduced.

[0076] The following clauses illustrate the example subject matter described in this article.

[0077] Item 1. A constant velocity joint for a recreational vehicle, the constant velocity joint comprising: a housing extending from a rearward end to a forward end, the housing being a generally cylindrical body formed of a rigid material; a hole defined in the rearward end of the housing for receiving and rotatably connecting to an axle, the hole leading to an interior space enclosed by the cylindrical body; one or more internal components for rotatably connecting the axle to the housing; and a forward locking element positioned on the forward end of the housing, the forward locking element comprising a plurality of splines, circumferential grooves, a snap ring and a hydraulic locking mechanism, the plurality of splines extending parallel to a central axis of the housing and circumferentially distributed around the forward locking element, the circumferential grooves in the forward locking element, the snap ring and a hydraulic locking mechanism. a retaining ring inserted into the groove, the hydraulic locking mechanism being used to lock the housing in place when the housing is installed in the receiver, the hydraulic locking mechanism comprising: a hydraulic channel having a hydraulic fluid, a set screw and a movable set pin, the hydraulic channel having at least two ends including a first end and a second end, the first end defining a first opening leading to the hydraulic channel, and the second end being positioned adjacent to the groove of the forward locking element, the movable set pin being positioned in the second end of the channel and being vertically adjustable by fluid pressure in the channel so that the set pin determines the depth of the groove by its relative position in the second end, and the set screw being positioned in the first end of the channel and being vertically adjustable upward or downward to increase or decrease the pressure from the hydraulic fluid in the channel.

[0078] Clause 2. A constant velocity joint according to clause 1, wherein the hydraulic locking mechanism facilitates insertion and retention of the joint when the joint is installed in the receiver, the mechanism operating by increasing the hydraulic pressure in the passage when the housing is installed in the receiver to force the movable locating pin to extend into a corresponding feature in the receiving hub and effectively retain the constant velocity joint from within the receiver.

[0079] Clause 3. The constant velocity joint of clause 1, wherein the hydraulic locking mechanism facilitates removal of the joint by reducing hydraulic pressure in the passage to cause the retaining pin to withdraw the snap ring, thereby allowing removal of the constant velocity joint.

[0080] Clause 4. The constant velocity joint of clause 1, wherein the hydraulic passage includes an additional end portion and an additional locating pin disposed in the forward locking element.

[0081] Clause 5. The constant velocity joint of clause 1, wherein the snap ring is a portion of a projection of the locating pin, the portion being adapted to lock with the receiver when radially extending from the recess.

[0082] Clause 6. The constant velocity joint of Clause 1, wherein the receiver includes a plurality of corresponding splines and a groove for receiving the snap ring.

[0083] Clause 7. A constant velocity joint according to clause 6, wherein the splines interlock to resist rotational forces between the receiver and the housing, and the snap ring and the groove are used to resist rearward movement of the locking element, which would separate the connected housing and receiver.

[0084] Clause 8. The constant velocity joint of clause 6, wherein the housing and the receiver define a double-guided spline interface.

[0085] Clause 9. The constant velocity joint of Clause 1, wherein the housing and the forward locking element are formed from a plurality of parts that are coupled together to form the constant velocity joint.

[0086] Item 10. A constant velocity joint for a recreational vehicle, the constant velocity joint comprising: a housing extending from a rearward end to a forward end, the housing being a generally cylindrical body formed of a rigid material; a hole defined in the rearward end of the housing for receiving and rotatably connecting to an axle, the hole leading to an interior space enclosed by the cylindrical body; one or more internal components for rotatably connecting the axle to the housing; and a forward locking element positioned on the forward end of the housing, the forward locking element comprising a plurality of splines extending parallel to the central axis of the housing and distributed circumferentially around the forward locking element, a circumferential groove in the forward locking element, a snap ring inserted into the groove, and a retaining mechanism comprising a tapered disk having a diameter that substantially matches the diameter of the forward face of the forward locking element, the tapered disk defining a concave surface and a convex surface; wherein, when inserted into a receiver, when the housing is pulled rearwardly, the side edge of the tapered disk engages with the inner surface of the receiver so that the tapered disk provides additional friction to resist the rearward pull-out force.

[0087] Clause 11. A constant velocity joint according to clause 10, wherein the tapered disc is configurable between at least two configurations including a first configuration and a second configuration, wherein the first configuration has the concave surface facing rearward and the convex surface facing forward for inserting the forward locking element and disc retaining mechanism into the receiver with reduced friction between the tapered disc and the side of the receiver, and wherein the second configuration has the concave surface facing forward and the convex surface facing rearward so as to provide additional retaining force in the axial direction to overcome the pull-out force.

[0088] Clause 12. The constant velocity joint of clause 10, wherein the tapered disk provides an additional pull-out resistance of approximately 956N.

[0089] Clause 13. The constant velocity joint of clause 12, wherein, in combination with the snap ring, the constant velocity joint provides a total pull-out resistance of approximately 1721N.

[0090] Item 14. A constant velocity joint for a recreational vehicle, the constant velocity joint comprising: a housing extending from a rearward end to a forward end, the housing being a generally cylindrical body formed of a rigid material; a hole defined in the rearward end of the housing for receiving and rotatably connecting to an axle, the hole leading to an interior space enclosed by the cylindrical body; one or more internal components for rotatably connecting the axle to the housing; and a forward locking element positioned on the forward end of the housing, the forward locking element comprising a plurality of splines, a circumferential groove, a snap ring, and an axial spring, the plurality of splines and a plurality of retaining members disposed adjacent to the housing and adjacent to the forward locking member. The retaining member includes a plurality of retaining members disposed adjacent to the housing and adjacent to the forward locking member. The plurality of retaining members include a plurality of retaining members disposed adjacent to the housing and adjacent to the forward locking member. The plurality of retaining members include a plurality of retaining members disposed adjacent to the housing and adjacent to the forward locking member.

[0091] Item 15. A constant velocity joint for a recreational vehicle, the constant velocity joint comprising: a housing extending from a rearward end to a forward end, the housing being a generally cylindrical body formed of a rigid material; a hole defined in the rearward end of the housing for receiving and rotatably connecting to an axle, the hole leading to an interior space enclosed by the cylindrical body; one or more internal components for rotatably connecting the axle to the housing; and a forward locking element positioned on the forward end of the housing, the forward locking element comprising a plurality of splines, circumferential grooves, a snap ring and a retaining mechanism, the plurality of splines extending parallel to a central axis of the housing and surrounding the axle. The forward locking element is distributed circumferentially, the circumferential groove in the forward locking element, the snap ring is inserted into the groove, the retaining mechanism includes a spline lock, the spline lock is rotatably mounted to the forward face of the locking element by rotating the shaft, the spline lock is a tool-free locking half-shaft retaining system, the system defines a set of separate rotating splines positioned adjacent to the splines of the forward locking element; a rotation spring, the rotation spring is mounted to the shaft and is configured to rotate the mechanism from a first position to a second position, in which the splined section is aligned with the spline, and in the second position, the splined section is misaligned with the spline, thereby preventing sliding interaction between the splined receiver and the splined constant velocity joint.

[0092] Clause 16. The constant velocity joint of clause 15, wherein, during installation, the set of rotating splines align with the splines of the forward locking element to enable the locking mechanism.

[0093] Clause 17. The constant velocity joint of clause 16, wherein, when fully in place, the rotating splines enter grooves in the receiver and the spring rotates the mechanism such that the splines are then misaligned, thereby locking the housing in place.

[0094] Clause 18. A constant velocity joint for a recreational vehicle, the constant velocity joint comprising: a housing extending from a rearward end to a forward end, the housing being a generally cylindrical body formed of a rigid material; a bore defined in the rearward end of the housing for receiving and rotatably connecting a wheel axle to the wheel axle, the bore leading to an interior space enclosed by the cylindrical body; one or more internal components for rotatably connecting the wheel axle to the housing; and a forward locking element positioned on the forward end of the housing, the forward locking element comprising a retaining mechanism comprising one or more pins positioned on the forward locking element and corresponding to one or more tracks in a receiver; wherein the one or more tracks in the receiver include a first axial portion, a first circumferential portion, and a second axial portion, the first axial portion extending axially to provide a track for the pin to enter the receiver, the first circumferential portion providing a track for the pin to rotate and deviate from the first axial portion, and the second axial portion providing a track for the pin to move axially rearward into a groove to provide a secure connection between the receiver and the housing.

[0095] Clause 19. The constant velocity joint of Clause 18, further comprising a circular clip inserted between the receiver and the housing to prevent axial movement and hold the shaft in place.

[0096] Clause 20. The constant velocity joint of Clause 18, wherein the one or more pins include a plurality of pins spaced circumferentially around the forward locking element.

[0097] Clause 21. The constant velocity joint of Clause 18, wherein the one or more pins are configured as a torque limiter by being configured to shear at a predetermined torque.

[0098] Clause 22. The constant velocity joint of clause 18, wherein the forward locking element does not include splines.

[0099] Clause 23. A constant velocity joint for a recreational vehicle, the constant velocity joint comprising: a housing extending from a rearward end to a forward end, the housing being a generally cylindrical body formed of a rigid material; a hole defined in the rearward end of the housing for receiving and rotatably connecting to an axle, the hole leading to an interior space enclosed by the cylindrical body; one or more internal components for rotatably connecting the axle to the housing; and a forward locking element positioned on the forward end of the housing, the forward locking element comprising a plurality of splines and a plurality of circumferential grooves, the plurality of splines extending parallel to a central axis of the housing and circumferentially distributed around the forward locking element, the plurality of circumferential grooves being axially spaced apart along the forward locking element, the plurality of circumferential grooves each comprising a snap ring inserted into the groove.

[0100] Item 24. A coupling device for connecting a first transmission system shaft and a second transmission system shaft, the first transmission system shaft and the second transmission system shaft each having a splined portion, wherein when the first transmission system shaft and the second transmission system shaft are positioned end to end, the splined portion of the first transmission system shaft and the splined portion of the second transmission system shaft define a combined splined portion, the coupling device comprising: a sleeve comprising at least two parts, each part having an internal surface with a plurality of splines, the plurality of splines being configured to engage with the combined splined portion of the first transmission system shaft and the second transmission system shaft, wherein the at least two parts define the sleeve when assembled; and a clamping assembly comprising two or more components for securing the at least two parts of the sleeve to the combined splined portion.

[0101] Clause 25. The coupling device according to clause 24 further includes a shear feature in the sleeve, the shear feature being designed to shear when subjected to an overload condition to protect the transmission system, wherein the shear feature is a portion of the thin side wall relative to the rest of the side wall, and is located in the sleeve at a position where the first transmission system shaft and the second transmission system shaft are connected.

[0102] Clause 26. A coupling device according to clause 24, wherein the first transmission shaft includes a shaft guide, which is configured to couple with a corresponding guide hole in the second transmission shaft to resist axial movement separating the first transmission shaft and the second transmission shaft.

[0103] Clause 27. The coupling device of clause 24, wherein the clamp assembly is included in the sleeve, the sleeve including a connector for securing the at least two portions of the sleeve to the combined splined portion.

[0104] Clause 28. The coupling device of Clause 24, wherein the clamp assembly comprises two or more components that are assembled on the sleeve and tightened together to lock the portions of the sleeve in place.

[0105] Clause 29. The coupling device of clause 24, wherein the shear feature is designed to shear prior to rotating the shaft.

[0106] The description of various embodiments of the present disclosure is presented for illustrative purposes, but is not intended to be exhaustive or limited to the disclosed embodiments. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The terms used herein are selected to explain the principles of the embodiments, practical applications, or technical improvements to technologies found on the market, or to enable those of ordinary skill in the art to understand the embodiments disclosed herein.

Claims

1. A constant velocity joint for a recreational vehicle, the constant velocity joint comprising: a housing extending from a rearward end to a forward end, the housing being a generally cylindrical body formed of a rigid material; a hole defined in the rearward end of the housing for receiving and rotatably connecting with an axle, the hole leading to an interior space enclosed by the cylindrical body; one or more internal components for rotatably connecting the axle to the housing; and A forward locking element, which is positioned on the forward end of the shell, and includes a plurality of splines, a circumferential groove and a snap ring, wherein the plurality of splines extend parallel to the central axis of the shell and are circumferentially distributed around the forward locking element, the circumferential groove is in the forward locking element, and the snap ring is inserted into the groove.

2. The constant velocity joint according to claim 1, wherein: The forward locking element also includes a hydraulic locking mechanism, which is used to lock the housing in place when the housing is installed in the receiver, the hydraulic locking mechanism including: a hydraulic channel with hydraulic fluid, a positioning screw and a movable positioning pin, the hydraulic channel having at least two ends including a first end and a second end, the first end defining a first opening leading to the hydraulic channel, and the second end being positioned adjacent to the groove of the forward locking element, the movable positioning pin being positioned in the second end of the channel and being vertically adjustable by fluid pressure in the channel so that the positioning pin determines the depth of the groove by the relative position of the positioning pin in the second end, and the positioning screw being positioned in the first end of the channel and being vertically adjustable upward or downward to increase or decrease the pressure of the hydraulic fluid from the channel.

3. The constant velocity joint according to claim 2, wherein: The hydraulic locking mechanism facilitates insertion and retention of the universal joint when the universal joint is installed in the receiver, the mechanism operating by increasing hydraulic pressure in the passage when the housing is installed in the receiver to force the movable locating pins to extend into corresponding features in the receiving hub and effectively retain the constant velocity joint from inside the receiver.

4. The constant velocity universal joint according to claim 2, wherein: The hydraulic locking mechanism facilitates removal of the universal joint by reducing hydraulic pressure in the passage to cause the retaining pin to withdraw the snap ring, thereby allowing removal of the constant velocity joint.

5. The constant velocity universal joint according to claim 2, wherein: The hydraulic channel includes an additional end portion and an additional locating pin disposed in the forward locking element.

6. The constant velocity joint according to claim 2, wherein: The snap ring is a portion of the projection of the locating pin which is adapted to lock with the receiver when radially extending from the groove.

7. The constant velocity joint according to claim 2, wherein: The receiver includes a plurality of corresponding splines and a groove for receiving the snap ring.

8. The constant velocity joint according to claim 7, wherein: The splines interlock to resist rotational forces between the receiver and the housing, while the snap ring and groove serve to resist rearward movement of the locking element, which would separate the connected housing and receiver.

9. The constant velocity joint according to claim 6, wherein: The housing and the receiver define a double pilot spline interface.

10. The constant velocity joint according to claim 2, wherein: The housing and the forward locking element are formed from a plurality of parts that are coupled together to form the constant velocity joint.

11. The constant velocity joint according to claim 1, wherein: The forward locking element further comprises: a retaining mechanism comprising a tapered disk having a diameter that generally matches the diameter of the forward face of the forward locking element, the tapered disk defining a concave surface and a convex surface; Wherein, when inserted into the receiver, when the housing is pulled backward, the side edge of the conical disk engages with the inner surface of the receiver, so that the conical disk provides additional friction to resist the backward pull-out force.

12. The constant velocity joint according to claim 11, wherein: The tapered disk is configurable between at least two configurations including a first configuration in which the concave surface faces rearwardly and the convex surface faces forwardly for inserting the forward locking element and disk retention mechanism into the receiver with reduced friction between the tapered disk and the sides of the receiver, and a second configuration in which the concave surface faces forwardly and the convex surface faces rearwardly to provide additional retention force in an axial direction to overcome pull-out forces.

13. The constant velocity joint according to claim 11, wherein: The tapered disc provides approximately 956N of additional pull-out resistance, and wherein in combination with the snap ring, the constant velocity joint provides a total pull-out resistance of approximately 1721N.

14. A constant velocity joint for a recreational vehicle, the constant velocity joint comprising: a housing extending from a rearward end to a forward end, the housing being a generally cylindrical body formed of a rigid material; a hole defined in the rearward end of the housing for receiving and rotatably connecting with an axle, the hole leading to an interior space enclosed by the cylindrical body; one or more internal components for rotatably connecting the axle to the housing; and a forward locking element positioned on the forward end of the housing, the forward locking element comprising a plurality of splines extending parallel to a central axis of the housing and distributed circumferentially around the forward locking element, a circumferential groove in the forward locking element, the snap ring being inserted into the groove, the retaining mechanism comprising a spline lock rotatably mounted to a forward face of the locking element by a rotating shaft, the spline lock being a tool-less locking half-shaft retaining system defining a set of separate rotating splines positioned adjacent to the splines of the forward locking element; a rotation spring mounted to the shaft and configured to rotate the mechanism from a first position in which the splined segments are aligned with the splines to a second position in which the splined segments are misaligned with the splines, thereby preventing sliding interaction between the splined receiver and the splined constant velocity joint.

15. The constant velocity joint according to claim 14, wherein: During installation, the set of rotating splines align with the splines of the forward locking element to enable the locking mechanism.

16. The constant velocity joint according to claim 15, wherein: When fully in place, the rotating splines enter the grooves in the receiver and the spring rotates the mechanism so that the splines are then misaligned, locking the housing in place.

17. A constant velocity joint for a recreational vehicle, the constant velocity joint comprising: a housing extending from a rearward end to a forward end, the housing being a generally cylindrical body formed of a rigid material; a hole defined in the rearward end of the housing for receiving and rotatably connecting with an axle, the hole leading to an interior space enclosed by the cylindrical body; one or more internal components for rotatably connecting the axle to the housing; and a forward locking element positioned on the forward end of the housing, the forward locking element including a retaining mechanism including one or more pins positioned on the forward locking element and corresponding to one or more tracks in a receiver; Wherein, the one or more tracks in the receiver include a first axial portion, a first circumferential portion, and a second axial portion, wherein the first axial portion extends axially to provide a track for the pin to enter the receiver, the first circumferential portion provides a track for the pin to rotate and deviate from the first axial portion, and the second axial portion provides a track for the pin to move axially backward into the groove, thereby providing a secure connection between the receiver and the housing.

18. The constant velocity joint of claim 17, further comprising a circular clip inserted between the receiver and the housing to prevent axial movement and hold the shaft in place.

19. The constant velocity joint according to claim 17, wherein: The one or more pins include a plurality of pins spaced circumferentially around the forward locking element.

20. The constant velocity joint according to claim 17, wherein: The one or more pins are configured as a torque limiter by being configured to shear at a predetermined torque.

Images