CVJ wheel end shaft

Abstract

A wheel end assembly (142, 144) of a vehicle is disclosed, comprising a constant velocity joint (CVJ) with an outer race (238) having a bore (348) with an internally splined interface configured to mesh with an externally splined interface of a stub shaft (218) secured to a wheel hub of the wheel end assembly (142, 144). The stub shaft (218) is a removable component manufactured separately from the outer race (238) of the CVJ. As a result, the size of the outer race (238) can be reduced compared to CVJs having outer races with integrated shafts. In this way, the presented system enables the manufacture of a wheel assembly comprised of parts that do not exceed size or length thresholds where manufacturing might be complicated or undesirable.

Description

REFERENCE TO RELATED REGISTRATIONS

[0001] The present application claims priority from U.S. Preliminary Application No. 63 / 636,419 entitled “STUB SHAFT TO CVJ WHEEL END”, which was filed on April 19, 2024. The entire content of the aforementioned application is hereby incorporated by reference for all purposes. TECHNICAL AREA

[0002] The present description refers to a constant velocity joint for a wheel end with an input to a wheel hub. BACKGROUND AND DETOUR

[0003] A vehicle may have an axle assembly comprising a rotating drive element, such as an axle shaft, connected to a wheel of the vehicle. The axle shaft may be non-rotatably connected to the wheel via one or more constant velocity joints (CVJs). One or more CVJs may couple the axle shaft to a second shaft, which is rigidly connected to a hub adapter of the wheel hub. The second shaft may be integrated with an outer ring of the CVJ as a single unit. The integrated second shaft may be rigidly connected to the wheel hub of the wheel assembly via a plurality of external splines. The multiple external splines may engage with the hub adapter of the wheel hub.

[0004] However, such a CVJ design can present certain problems if the outer ring and the integrated second shaft are manufactured as a single unit. In particular, the length of the second shaft may exceed the limit specified by the manufacturers. Recognizing these and other problems with such systems, inventors have developed approaches to address them, at least in part. In one example, a wheel end assembly comprises a wheel hub assembly; a shaft stub with a first end having an external splined interface and a second end having a flange configured to be attached to the wheel hub assembly; and a constant velocity joint (CVJ), wherein the CVJ has an outer ring comprising a bore with an internal splined interface configured to mesh with the external splined interface of the shaft stub.

[0005] It is understood that the above summary serves to present, in simplified form, a selection of concepts that are explained in more detail in the full description. It is not intended to identify the main or essential features of the claimed subject matter, the scope of which is clearly defined by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that overcome the disadvantages mentioned above or elsewhere in this disclosure. BRIEF DESCRIPTION OF THE FIGURES Fig. Figure 1 shows an example of the schematic representation of a vehicle which may include one or more constant velocity joints (CVJs) and wheel arrangements of the present disclosure. Fig. Figure 2 shows an exploded view of an arrangement with a CVJ and a hub arrangement as described in the present disclosure. Fig. Figure 3 shows a sectional view of the arrangement. DETAILED DESCRIPTION

[0006] The following description refers to a shaft that can rigidly connect a feature of the joint assembly to a hub assembly. The shaft is a stub shaft. The shaft is a component separate from the joint assembly and a constant velocity joint (CVJ) of the assembly. More precisely, the shaft is a component separate from an outer ring of the CVJ, such that the shaft can be removed from a coupling with the outer ring. The joint assembly comprises the CVJ and a spindle.

[0007] The shaft has an input and an output side, where the input side can receive torque from one component and the output side can transmit torque to another component. The input side can be connected to the joint assembly. The output side can be connected to the hub assembly. The shaft includes a toothed fastening element on the input side of the shaft. The input-side fastening element can be coupled to the outer ring of the CVJ. The shaft includes another fastening section on the output side, the output-side fastening element being untoothed. The output-side fastening element can be a flange. The hub assembly lacks a hub adapter.

[0008] Fig. Figure 1 shows an example of a schematic representation of a vehicle which may include one or more of the constant velocity joints and wheel end arrangements of the present disclosure. Fig. Figure 2 shows an exploded view of an arrangement with a CVJ and a wheel hub as described in the present disclosure. Fig. Figure 3 shows a sectional view of the arrangement. The arrangement of Fig. 2-3 is a wheel end arrangement in which the hub arrangement can be rigidly connected to a wheel.

[0009] It is understood that the specific arrangements and systems shown in the accompanying drawings and described in the following description are exemplary embodiments of the inventive concepts defined herein. For the purpose of explanation, the drawings are described together. Therefore, identical elements may be designated by the same reference numerals and need not be introduced again.

[0010] Fig. Figure 1 shows a schematic representation of an exemplary configuration with the relative arrangement of the different components. Fig. Figures 2-3 show example configurations with approximate positions. Fig. Figures 2-3 are shown approximately to scale, but other relative dimensions may also be used. Unless otherwise stated, the term "approximately" means plus or minus five percent of the range.

[0011] Furthermore, they Fig. Figures 1-3 show example configurations with the relative arrangement of the various components. If these elements are in direct contact with each other or directly coupled, they can be described as being in direct contact or directly coupled, respectively, in at least one example. Similarly, elements shown side by side or adjacent to each other can be described as being adjacent to each other or adjacent to each other, respectively, in at least one example. For instance, components that are in planar contact with each other can be described as being in planar contact. As another example, elements that are separated from each other, with only a gap between them and that have no other components, can be described as such in at least one case.In yet another example, elements that are displayed above / below each other, on opposite sides, or to the left / right of each other can be described as such, relative to one another. Furthermore, in at least one example, as shown in the figures, a topmost element or the highest point of an element can be referred to as the "top" of the component, and a bottommost element or the lowest point of the element can be referred to as the "bottom" of the component. The terms top / bottom, upper / lower, and above / below used here can refer to a vertical axis of the figures and be used to describe the positioning of elements within the figures relative to each other. Thus, in one example, elements displayed above other elements are arranged vertically above the other elements.As a further example, the shapes of the elements depicted in the figures can be described as such (e.g., circular, straight, planar, curved, rounded, beveled, angled, etc.). Furthermore, the depicted elements that intersect each other can be described as intersecting elements or mutually intersecting elements in at least one example. In addition, an element depicted inside or outside another element can be described as such. Finally, the components can be described in relation to the reference axes included in the drawings.

[0012] Features described as axial can be approximately parallel to a datum axis unless otherwise specified. Features described as counter-rotating can be approximately perpendicular to the datum axis unless otherwise specified. Features described as radial can circumferentially surround or extend outward from an axis, such as the datum axis, or a component or feature previously described as radial to a datum axis, unless otherwise specified.

[0013] Features described as longitudinal can run approximately parallel to a longitudinal axis. A lateral axis can be perpendicular to both a longitudinal axis and a vertical axis. Features described as lateral can run approximately parallel to the lateral axis. A vertical axis can be perpendicular to both a transverse axis and a longitudinal axis. Features described as vertical can be approximately parallel to a vertical axis with respect to gravity.

[0014] Features described as drivingly coupled are coupled in such a way that they drive each other. Or, put another way: A first component that is drivingly connected to a second component can drive the second component, and vice versa.

[0015] In Fig. Figure 1 shows a vehicle 100 comprising a drivetrain 101 and a transmission 103. The vehicle 100 can have a front end 102 and a rear end 104. Objects, components, and features of the vehicle 100 described as being near the front may be closest to the front end 102 compared to the rear end 104. Objects, components, and features of the vehicle 100 described as being near the rear may be closest to the rear end 104 compared to the front end 102. The vehicle 100 may have a longitudinal axis 130. The drivetrain 101 and the transmission 103 may have a length parallel to the longitudinal axis 130.

[0016] The drive train 101 comprises a drive motor 106 and a gearbox 108. The drive motor 106 can, for example, be an internal combustion engine (ICE). Another example: The drive motor 106 can be an electric motor. The drive motor 106 is operated to supply the gearbox 108 with torque. The gearbox 108 receives the torque generated by the drive motor 106 as input and transmits the torque to the gearbox 103 according to a selected gear ratio or setting.

[0017] Vehicle 100 can be a commercial vehicle, a light, medium, or heavy commercial vehicle, a passenger vehicle, an off-road vehicle, a utility vehicle, an agricultural vehicle, and / or a sport utility vehicle. In one embodiment, Vehicle 100 can be a wheeled vehicle, such as an automobile. Additionally or alternatively, Vehicle 100 can also be an aircraft, a boat, or another vehicle system. Additionally or alternatively, Vehicle 100 and / or one or more of its components, such as components of the powertrain 101 and / or the powertrain 103, can be used in industrial, locomotive, military, agricultural, and / or aerospace applications. In one example, Vehicle 100 is a fully electric vehicle or a vehicle with fully electric operation, such as a plug-in hybrid vehicle.The drive machine 106 can be an electric machine, e.g., an electric motor / generator. The vehicle 100 can, for example, be a hybrid vehicle in which multiple torques are introduced into the transmission 108. Thus, in addition to the drive machine 106, there can be at least one other drive machine that feeds into the transmission 108. If the drive machine is an internal combustion engine or another non-electric machine, the other drive machine can be an electric machine, e.g., an electric motor or an electric motor / generator.

[0018] The drive motor 106 can be powered by energy from an energy storage device 105. The energy storage device 105 is, for example, a battery, such as a traction battery, that can store electrical energy. An inverter 107 can be arranged between the energy storage device 105 and the drive motor 106 and configured to convert direct current (DC) to alternating current (AC). The inverter 107 can contain a variety of components and circuits with thermal requirements that affect the inverter's efficiency.

[0019] The drivetrain 103 can include an axle assembly 112. The axle assembly 112 can be configured to drive a set of wheels 114. In one example, the axle assembly 112 is located near the rear of the vehicle 100 and thus comprises a rear axle. Another example is that the axle assembly 112 can be located near the front of the vehicle 100 and thus comprises a front axle. A further example is an additional axle assembly that can be located separately from the axle assembly 112 near the front of the vehicle 100. The additional axle assembly can be coupled to the transmission so that it is driven by the transmission 108 or another transmission. The vehicle 100 can have additional wheels that are not connected to the drivetrain 103.

[0020] The vehicle 100 can be equipped with a drive shaft 122. The transmission 108 can be coupled to the axle assembly 112 via the drive shaft 122. In other words, the transmission 108 can be coupled to the drive shaft 122, and the drive shaft 122 can be coupled to the axle assembly 112. In some configurations, such as in Fig. As shown in Figure 1, the drive train 103 comprises a transfer case 110, which is configured to receive the rotational power supplied by the gearbox 108. The drive shaft 122 can be driven by the transfer case 110 and can be driven by the gearbox 108 via the transfer case 110.

[0021] The axle assembly 112 can include a differential 116 and a first set of axle shafts. The differential 116 can be coupled to the first set of axle shafts to transmit torque to and drive the first set of axle shafts. The first set of axle shafts can include a first shaft 118a and a second shaft 118b. The first shaft 118a and the second shaft 118b can be axle half-shafts. The differential 116 can distribute unequal torque to the wheels 114 connected to the opposite ends of the axle assembly 112. For example, the differential 116 can transmit a first torque to the first shaft 118a and a second torque to the second shaft 118b.

[0022] The axle shafts 118a, 118b can be connected to the wheelset 114 via a set of wheel end assemblies and a plurality of joints. For example, the first set of wheel end assemblies can comprise a first wheel end assembly 142 and a second wheel end assembly 144. The first wheel end assembly 142 can be connected to a first wheel of the wheelset 114. Likewise, the second wheel end assembly 144 can be connected to a second wheel of the wheelset 114. The first wheel connected to the first wheel end assembly 142 can be located opposite the axle assembly 112, while the second wheel is connected to the second wheel end assembly 144. The first wheel end assembly 142 has a first joint 152, and the second wheel end assembly 144 has a second joint 154. The first shaft 118a can be connected to the first wheel end assembly 142 via the first joint 152. The second shaft 118b can be connected to the second wheel end assembly 144 via the second joint 154.The torque delivered by the differential 116 to the first shaft 118a can drive the first wheel end assembly 142 and the first wheel via the first joint 152. The torque delivered by the differential 116 to the second shaft 118b can drive the second wheel end assembly 144 and the second wheel via the second joint 154.

[0023] The vehicle 100 and the drive train 103 can comprise a variety of CVJs. A CVJ can couple at least one first rotating element and one second rotating element, e.g., a shaft and a wheel assembly, such that the first rotating element and the second rotating element can rotate or pivot freely, and the first rotating element can drive the second rotating element and vice versa, at an angle between the first and second rotating elements. The CVJ can compensate for the angle between the first and second rotating elements, which may lie within a certain angular range. The angle between the first and second rotating elements can change during the operation of the vehicle 100, with the position of the first axle shaft 118a or the second axle shaft 118b changing. The first joint 152 and the second joint 154, for example, can be CVJs.Furthermore, additional CVJs can be coupled to other shafts and rotating elements of the vehicle 100.

[0024] The adjustment of the powertrain 103 between the different operating modes, as well as the control of operation within each operating mode, can be based on a vehicle control system 174, including a controller 176. The controller 176 can be a microcomputer, including components such as a microprocessor unit, input / output connectors, an electronic storage medium for executable programs and calibration values ​​(e.g., a read-only memory chip), working memory, diagnostic memory, and a data bus. The storage medium can be programmed with computer-readable data representing instructions that can be executed by a processor to perform the procedures described below, as well as other variations that are expected but not explicitly listed. In one example, the controller 176 can be a powertrain control module (PCM).

[0025] The controller 176 can receive various signals from sensors 178, which are connected to different areas of the vehicle 100. These sensors 178 may include, for example, sensors on the drive motor 106 or another drive motor for measuring the speed and temperature of the drive motor, a pedal position sensor for detecting the actuation of a pedal operated by the driver, such as an accelerator or brake pedal, a lever position sensor for detecting the adjustment of a lever, such as a brake lever, speed sensors on the wheelset 114, etc. After receiving the signals from the various sensors 178... Fig. 1. The controller 176 processes the received signals and uses various actuators 180 of the vehicle 100 to adjust the operation of the transmission based on the received signals and the instructions stored in the controller 176's memory. For example, the controller 176 can receive a signal indicating the depressurization of the brake pedal, signaling a desire for a decrease in vehicle speed. The vehicle braking can be directly proportional to the position of the accelerator pedal, e.g., the degree of depressurization. Another example is that the controller 176 receives a signal indicating the depressurization of the accelerator pedal, signaling a desire for a decrease in vehicle speed. The vehicle acceleration can be directly proportional to the accelerator pedal position, e.g., the degree of depressurization. In response, the controller 176 can command operations such as shifting the gears of the transmission 108.Alternatively, the gears of the 108 transmission can also be shifted manually, e.g. if the 108 transmission is a manual transmission.

[0026] The transmission 108 can be a gear housing. Alternatively, the transmission 108 can also be an axle transmission or a transaxle transmission and can be arranged in or part of an axle assembly such as the axle assembly 112. In some embodiments, the transmission 108 can additionally or alternatively be a first transmission, and the vehicle 100 can have a second transmission. The second transmission can be located closer to the rear or in a different position on the vehicle 100 than the transmission 108.

[0027] The drivetrain 103 is shown in a rear-wheel-drive configuration, although other configurations are possible. In one or more examples, the drivetrain 103 may include a front-wheel-drive, all-wheel-drive, or four-wheel-drive configuration. Furthermore, the drivetrain 103 may include one or more tandem axle arrangements. For example, in addition to the axle arrangement 112, there may be one or more axle arrangements, and in addition to the axle of the axle arrangement 112, there may be one or more axles. Thus, the drivetrain 103 may also have other configurations without deviating from the scope of this disclosure, and those described in Fig. The configuration shown in Figure 1 is for illustrative purposes only and does not represent a limitation. In some embodiments, for example, the transmission 108 may additionally or alternatively be a first transmission, and the vehicle 100 may have a second transmission arranged on the second set of axle shafts. The transmission 108 may be a gearbox. Alternatively, the transmission 108 may also be an axle transmission or a transaxle transmission.

[0028] In Fig. Figure 2 shows a first view 200 of a wheel assembly 202. The first view 200 is an exploded view of the wheel assembly 202, in which the components of the wheel assembly 202 are unfolded and decoupled. The components of the wheel assembly 202 are centered on an axis 210 and arranged radially around this axis. The axis 210 can be a central axis and a longitudinal axis for the wheel assembly 202. The axis 210 can also be a rotational axis around which rotating elements of the wheel assembly 202 can rotate or spin. The wheel end assembly 202 can be an example configuration of the first wheel end assembly 142 and / or the second wheel end assembly 144 of Fig. Be 1.

[0029] A set of reference axes 201 is used for comparison between the views in Fig. 2-3 provided. The reference axes 201 specify a y-axis, an x-axis, and a z-axis. In one example, the z-axis can be parallel to the direction of gravity, and the xy-plane can be parallel to a horizontal plane on which a wheel arrangement 202 of Fig. 2 can rest.

[0030] The wheel assembly 202 can have a first side 204 and a second side 206, with the first side 204 facing the second side 206. The first side 204 can be a wheel side that is closest to a vehicle wheel (e.g., a wheel 114). The first side 204 can be closest to the wheel, in contact with it, and connected to it. The second side 206 can be an axle side that is closest to the axle of a vehicle, such as the axle shaft 118a and / or 118b of the axle assembly 112. Fig. 1.

[0031] The wheel assembly 202 can comprise a variety of sub-assemblies, including a joint assembly 212 and a hub assembly 214, which are indicated by dashed boxes. The hub assembly 214 is located closest to the first side 204. The connecting assembly 212 is located closest to the second side 206. An axle shaft of an axle assembly (in Fig. (2 not shown) can be coupled to the joint assembly 212, for example, to transfer rotational energy to the joint assembly 212 and drive it. The joint assembly 212 can be coupled to the hub assembly 214, for example, to drive the hub assembly 214. The hub assembly 214 can be coupled to a wheel, for example, to transfer rotational energy to the wheel and drive it. A torque generated by the axle shaft can transfer rotational energy to the joint assembly 212 and the hub assembly 214 and drive them. A stub shaft 218 can be connected to the joint assembly 212 and the hub assembly 214. The hub assembly 214 lacks a hub adapter. Thus, the stub shaft 218 can be coupled to the hub assembly 214 without the need for a coupling with a hub adapter.The joint arrangement 212 is an example configuration that includes a CVJ that serves as the first joint 152 and the second joint 154. Fig. 1 is used.

[0032] The joint assembly 212 can comprise a CVJ 232, a spindle 234, and a bearing assembly 236. The CVJ 232 has an outer ring 238. The bearing assembly 236 comprises at least one bearing. The bearing assembly 236 can comprise a plurality of bearings. The spindle 234 can be arranged between the CVJ 232 and the hub assembly 214. The spindle 234 can receive and accommodate the CVJ 232 and the bearing assembly 236.

[0033] The connecting arrangement 212 can also include a first ring 242 and a second ring 244. The first ring 242 and the second ring 244 can be fastening elements, such as snap rings. The first ring 242 and the second ring 244 can hold the bearing arrangement 236 to components of the joint arrangement 212.

[0034] The spindle 234 can have a flanged section 246 and a nose section 248. The flanged section 246 is a rim that has a flange. The flanged section 246 can extend radially from the nose section 248. The flanged section 246 and the nose section 248 can be centered about the axis 210. The spindle 234 can include a frustoconical section 252, which has a frustoconical shape. The frustoconical section 252 can extend radially from the nose section 248. The frustoconical section 252 can be connected to the flanged section 246 and extend longitudinally from it. The frustoconical section 252 includes a shoulder 254. The shoulder 254 can be an annular surface. The axis 210 can be perpendicular to the shoulder 254. The flange section 246 can be rigidly connected to and abut the hub assembly 214.The nasal section 248 can receive the wave stump 218 via an opening 250. The opening 250 can be an annular hole located concentrically to the nasal section 248.

[0035] The wheel hub assembly 214 is a wheel hub comprising a first mounting component 262, which may be rigidly connected to a housing 264. The first mounting component 262 may comprise a flange section extending radially outward from an outer circumferential surface 265 of the housing 264, with the outward direction being away from the axis 210. The hub assembly 214 may also comprise a second mounting component 266, which is rigidly connected to the housing 264. The second mounting component 266 may extend radially outward from the outer circumferential surface 265.

[0036] The housing 264 can be connected to the first mounting part 262 and / or the second mounting part 266. The first mounting component 262 can have a plurality of first fits 268 that can accommodate a plurality of first fasteners 270. The first fits 268 can be through holes. Thus, the first fasteners 270 can extend through the first fits 268 and the first fastener 262. The first fasteners 270 can be bolts. The first fasteners 270 can secure the first mounting component 262 to the wheel.

[0037] The hub assembly 214, and in particular the housing 264, can have a second opening 274. The second opening 274 can be concentric with the first fastening component 262 and the housing 264, and can be centered on the first axis 210. The second opening 274 can accommodate a nut 276 and the shaft stub 218. The nut 276 can be a spindle nut, which can be rigidly connected to the spindle 234.

[0038] The shaft stub 218 comprises a shaft section 278 and a flange 280. The shaft section 278 includes a mounting section 282. The mounting section 282 is an interface that can be received by another component, allowing the other component to be rigidly connected to the shaft stub 218. The joint assembly 212 can comprise the component, and the joint assembly 212 can be attached to the shaft stub 218. The mounting section 282 has fastening elements that connect to other fastening elements of the component. The mounting section 282 can, for example, be an externally splined interface, with the splines arranged around the mounting section 282 and pointing radially outward.The keyways are fastening elements of the fastening section 282, and the keyways can be male keyways that can interlock with a set of female keyways 291 of the connecting arrangement 212.

[0039] The flange 280 can rigidly connect the shaft stub 218 to the hub assembly 214. The flange 280 can have a plurality of secondary fits 284. The secondary fits 284 can accommodate a plurality of secondary fasteners 286. The secondary fits 284 can be through holes. The secondary fasteners 286 can be bolts. Several third fits 288 can be arranged on an outer surface 289 of an installation element 290 of the housing 264 (e.g., opposite the first side 204). The installation element 290 can be cylindrical and enclose the second opening 274. The installation element 290 can also extend longitudinally from the housing 264 toward the first side 204. The third fits 288 can be holes. The third fits 288 can accommodate the second fasteners 286.

[0040] The wheel assembly 202 can be divided by a view plane 208, which can extend along axis 210 parallel to the z-axis of the reference axes 201. A sectional view of the wheel assembly 202 along view plane 208 is shown in Fig. 3 shown.

[0041] In Fig. Figure 3 is a sectional view 300 of the wheel arrangement 202 along the view plane 208 of Fig. Figure 1 shows that the flange 280 can be attached to the installation element 290 by inserting the second fasteners 286 through the second fits 284 and into the third fits 288, thus securing the second fasteners 286 to the third fits 288. The second fasteners 286 and the third fits 288 may have interlocking fastening features, such as threads, that allow them to be screwed together. When the fasteners interlock, they secure the second fasteners 286 to the third fits 288.

[0042] An outer part 322 of the housing 264 can enclose the nose section 248 and the shaft section 278. The hub assembly 214 has an opening 324, which is located opposite the outer part 322 and the hub assembly 214 and the second opening 274. For clarity, the opening 324 can be referred to here as the third opening 324. The second opening 274 and the third opening 324 can be fully connected to the outer part 322. The nose section 248 can be inserted into the third opening 324.

[0043] The bearing assembly 236 can be arranged radially between the spindle 234 and the outer ring 238. The spindle 234 can enclose the bearing assembly 236, and the bearing assembly 236 can enclose part of the outer ring 238. The bearing assembly 236 acts as a support bearing for the spindle 234 and the outer ring 238, allowing the outer ring 238 to rotate freely from the spindle 234. The bearing assembly 236 can share a common surface with the spindle 234 and the outer ring 238. The first ring 242 and the second ring 244 can secure the bearing assembly 236 to the spindle 234 and the outer ring 238. The bearing assembly 236, the first ring 242, and the second ring 244 can secure the outer ring 238 to the spindle 234. The first ring 242 can extend radially around the bearing assembly 236 and be in contact with it. The bearing assembly 236 can extend radially around the second ring 244 and be in contact with it.The first ring 242 can fasten the bearing assembly 236 to the spindle 234. The second ring 244 can fasten the bearing assembly 236 to the outer ring 238. The bearing assembly 236 can have a plurality of bearings 330. The bearings 330 can be ball bearings. The bearing assembly 236 comprises a first outer ring 326 and a first inner ring 328. The first outer ring 326 can be fastened to the spindle and rigidly coupled via the fastening by the first ring 242. The first inner ring 328 can be fastened to the outer ring 238 of the CVJ 232 via the second ring 244 and rigidly connected.

[0044] Further bearing arrangements from bearing arrangement 236 may be present. Bearing arrangement 236 can be referred to here as the first bearing arrangement 236. A second bearing arrangement 332 may be housed in the hub arrangement 214. More precisely, the second bearing arrangement 332 may be housed in the housing 264 and the outer part 322. The second bearing arrangement 332 may extend around an outer circumference of the spindle 234 and be in surface contact with it. More precisely, the second bearing arrangement 332 may extend circumferentially around the nose section 248 and be in surface contact with it. The second bearing arrangement 332 may comprise a plurality of second bearings 334 and a plurality of third bearings 336. The second bearings 334 and the third bearings 336 may be roller bearings. The second bearing arrangement 332 can comprise at least one second outer ring 338 and one second inner ring 340.The second outer ring 338 can be rigidly connected to the hub assembly 214 and be in planar contact with it. The second inner ring 340 can be rigidly connected to the nose section 248 and touch it. The second inner ring 340 can be in planar contact with the nut 276. The nut 276 can extend radially around the nose section 248 and be in contact with it. The nut 276 can be attached to the nose section 248 and hold the second inner ring 340 to the nose section 248. The shoulder 254 can support and abut the second bearing assembly 332. For example, the nut 276 can press the second inner ring 340 against the shoulder 254. In other words, the second inner ring 340 can be positioned between the nut and the shoulder 254. The nut 276 can prevent the second bearing arrangement 332 from sliding from the nose section 248 to the first side 204.The shoulder 254 can prevent the second bearing arrangement 332 from sliding from the nose section 248 to the second side 206.

[0045] The spindle 234 can have a variety of volumes, including a fourth opening 342 and a passage 344. The fourth opening 342 can be closest to the second side 206 and the CVJ 232. The passage 344 lies longitudinally between the fourth opening 342 and the first opening 250. The first opening 250, the passage 344, and the fourth opening 342 can have a continuous volume. Likewise, the radially curved surfaces that bound the first opening 250, the passage 344, and the fourth opening 342 can be continuous. The fourth opening 342 can have a frustoconical volume. The fourth opening 342 is surrounded and bounded by a surface 346. The surface 346 can be frustoconical.

[0046] The fourth opening 342 can extend circumferentially around the first bearing arrangement 236 and accommodate it. The fourth opening 342 and the passage 344 can accommodate the shaft section 278 and extend around it.

[0047] The fastening element 282 can be rigidly connected to the outer ring 238 via an opening, the opening accommodating the fastening element 282. For example, the fastening section 282 can be rigidly connected to the outer ring 238 via a bore 348. The outer ring 238 can have an internally splined interface around the bore 348. The internally splined interface can include a set of internal teeth 291 extending inward from the bore 348. The bore 348 can accommodate the fastening element 282. The internal teeth 291 of the outer ring 238 can engage with the external teeth of the fastening element 282, thereby rigidly connecting the outer ring 238 and the shaft stub 218.

[0048] The CVJ 232 comprises a carrier 352 and an inner ring 354. The carrier 352 can support a variety of bearings of the CVJ 232. The carrier 352 can be clamped between the outer ring 238 and the inner ring 354. In other words, the outer ring 238 can surround and contact the carrier 352, and the carrier 352 can surround and contact the inner ring 354. The bearings supported by the carrier 352 can be ball bearings. The inner ring 354 can be centered about a center line 356. The inner ring 354 can be rigidly connected to an input of the CVJ 232, e.g., to an axle shaft of an axle assembly. For example, the first shaft 118a or the second shaft 118b of Fig. 1. The inner ring 354 is rigidly connected to the inner ring 354. The inner ring 354 can be pivoted with the drive. The inner ring 354 can be pivoted so that the center line 356 is not coaxial with the axis 210.

[0049] The inner ring 354 can pivot at an angle 392 with respect to the axis 210. The angle 392 is the angle by which the centerline 356 can deviate from coaxiality with the axis 210. The angle 392 can be less than or equal to the first threshold, which represents a maximum angle. The angle 392 can be greater than the first threshold; however, if the angle is greater than the first threshold, the torque transmitted via the CVJ 232 may fall below a second power threshold, thereby increasing power losses and reducing the efficiency with which the torque is transmitted.

[0050] In this way, the described system provides a shaft that can connect a CVJ joint assembly to a hub assembly, with the shaft not being integrated as a component of the CVJ. That is, the shaft can be manufactured as a separate component of the CVJ. The shaft can be coupled to an outer ring of the joint assembly, and the shaft can be detachable and decoupled from the outer ring. The shaft can be a stub shaft that can be rigidly connected to the CVJ via a toothed mounting section. More precisely, the shaft can be rigidly connected to the CVJ via the interlocking of teeth on an outer ring. In this way, the presented system enables the manufacture of a wheel assembly from parts that do not exceed size or length thresholds where manufacturing might be complicated or undesirable.Unlike other conventional designs, the shaft can have an output end that is rigidly connected to the hub assembly without teeth or hub adapters, but rather via a flange that is rigidly connected to a housing of the hub assembly.

[0051] The disclosure also provides for a wheel end assembly of a vehicle, the wheel end assembly comprising: a wheel hub assembly, a shaft stub with a first end containing an externally splined interface and a second end containing a flange configured to be attached to the wheel hub assembly, and a constant velocity joint (CVJ), the CVJ comprising an outer ring comprising a bore with an internally splined interface configured to mesh with the externally splined interface of the shaft stub. In a first example of the system, the system further comprises: a spindle arranged between the outer ring and the wheel hub assembly. In a second example of the system, which optionally includes the first example, the system further comprises: a bearing arrangement arranged between the wheel hub assembly and the spindle.In a third example of the system, optionally comprising one or both of the first and second examples, the system further comprises: a support bearing arranged between the outer ring and the spindle. In a fourth example of the system, optionally comprising one or more or each of the first through third examples, the system further comprises: two snap rings arranged to hold the support bearing and the outer ring relative to the spindle. In a fifth example of the system, optionally comprising one or more or each of the first through fourth examples, the flange is attached to a housing of the wheel hub assembly by means of a plurality of fasteners. In a sixth example of the system, optionally comprising one or more or each of the first through fifth examples, the flange is attached to a cylindrical mounting element.In a seventh example of the system, which optionally includes one or more or each of the first through sixth examples, the installation element curves around an opening through which the shaft stub extends. In an eighth example of the system, which optionally includes one or more or each of the first through seventh examples, the installation element extends longitudinally from the housing outward toward a wheel of the vehicle, along a central axis of the housing. In a ninth example of the system, which optionally includes one or more or each of the first through eighth examples, the spindle contains an annular opening along a central axis of the spindle through which the shaft stub protrudes.In a tenth example of the system, optionally comprising one or more or each of the first through ninth examples, the spindle includes a flanged section extending radially outward from the spindle's central axis and a nose section centered on the central axis. In an eleventh example of the system, optionally comprising one or more or each of the first through tenth examples, the spindle further includes a frustoconical section between the nose section and the flange. In a twelfth example of the system, optionally comprising one or more or each of the first through eleventh examples, the nose section is held against an inner ring of the bearing assembly by a spindle nut.

[0052] The disclosure also provides a support bearing for a constant velocity joint (CVJ) of a vehicle, comprising an outer ring with a bore having an internally splined interface configured to mesh with an externally splined interface of a shaft stub of a wheel end assembly. In a first example of the system, the externally splined interface is located at a first end of the shaft stub, and a second, opposite end of the shaft stub includes a flange configured to be attached to a wheel hub of the wheel end assembly. In a second example of the system, which optionally includes the first example, the shaft stub extends from the wheel hub to the CVJ through a spindle, and the shaft stub is supported by a bearing arrangement located between the outer ring and the spindle.In a third example of the system, optionally comprising one or both of the first and second examples, the CVJ is held to the spindle by two snap rings. In a fourth example of the system, optionally comprising one or more or each of the first through third examples, the flange of the shaft stub is fastened to a cylindrical mounting element of a wheel hub housing by means of a plurality of fasteners. In a fifth example of the system, optionally comprising one or more or each of the first through fourth examples, the spindle includes a flange section extending radially outward from a central axis of the spindle and a nose section centered about the central axis, the nose section being held to an inner ring of a second bearing assembly of the housing by means of a spindle nut.

[0053] The disclosure also provides support for a method comprising: rotating a wheel of a vehicle via a constant velocity joint (CVJ), wherein a torque generated on an axle shaft of the vehicle is transmitted via the CVJ to a stub shaft attached to a wheel hub enclosing the wheel, wherein the stub shaft has an external splined interface that engages with an internal splined interface of an outer ring of the CVJ.

[0054] Although various embodiments have been described above, these are to be understood as examples and not as limitations. Those skilled in the art will recognize that the disclosed subject matter can be implemented in other specific forms without departing from the spirit of the subject matter. The embodiments described above are therefore to be regarded in every respect as illustrative and not as limiting. Thus, the configurations and routines disclosed here are exemplary in nature, and the specific examples are not to be considered limiting, as numerous variations are possible. The technology described above can, for example, be applied to powertrains that include various types of power sources, including different types of propulsion motors, internal combustion engines, and / or transmissions.The subject matter of this disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations, as well as other features, functions and / or properties disclosed herein.

[0055] It is understood that the configurations and routines disclosed herein are exemplary and that these specific embodiments are not to be considered limiting, as numerous variations are possible. Unless expressly stated otherwise, the terms "first," "second," "third," etc., do not denote any order, position, quantity, or significance, but serve only to distinguish the individual elements. The subject matter of this disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations, as well as other features, functions, and / or properties disclosed herein.

[0056] The following claims highlight in particular certain combinations and subcombinations that are to be considered novel and not obvious. These claims may refer to "one" element or "a first" element, or the equivalent thereof. Such claims are to be understood as including one or more such elements, with two or more such elements neither required nor excluded. Other combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amending the present claims or by filing new claims in this or a related application. Such claims, whether they have a broader, narrower, the same, or different scope than the original claims, are also to be considered as included in the subject matter of the present disclosure. QUOTES INCLUDED IN THE DESCRIPTION

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

[0000] US 63 / 636,419

[0001]

Claims

A wheel end assembly (142, 144) of a vehicle (100), the wheel end assembly (142, 144) comprising:a wheel hub assembly (214);a stub shaft (218) having a first end having an outer splined interface and a second end having a flange (280) configured to be secured to the wheel hub assembly (214);anda constant velocity joint (CVJ), the CVJ including an outer race (238) having a bore (348) with an internally splined interface configured to mate with the externally splined interface of the stub shaft (218). The wheel end assembly (142, 144) of claim 1, further comprising a spindle (234) disposed between the outer ring (238) and the wheel hub assembly (214). Wheel end assembly (142, 144) according to claim 2, further comprising a bearing assembly (236) disposed between the wheel hub assembly (214) and the spindle (234). Wheel end assembly (142, 144) according to claim 2 or 3, further comprising a support bearing arranged between the outer ring (238) and the spindle (234). Wheel end assembly (142, 144) according to claim 4, further comprising two snap rings (242, 244) configured to retain the support bearing and the outer ring (238) relative to the spindle (234). Wheel end assembly (142, 144) according to one of the preceding claims, wherein the flange (280) is attached to a housing (264) of the wheel hub assembly (214) via a plurality of fastening elements (286). Wheel end assembly (142, 144) according to claim 6, wherein the flange (280) is attached to a cylindrical installation element (290). Wheel end assembly (142, 144) according to claim 7, wherein the installation element (290) is bent around an opening through which the stub shaft (218) extends. Wheel end assembly (142, 144) according to claim 7, wherein the installation element (290) extends longitudinally outwardly from the housing (264) toward a wheel (114) of the vehicle (100) along a central axis of the housing (264). Wheel end assembly (142, 144) according to claim 3, wherein the spindle (234) has an annular opening along a central axis of the spindle (234) through which the stub shaft (218) projects. The wheel end assembly (142, 144) of claim 10, wherein the spindle (234) has a flange portion extending radially outward from the central axis of the spindle (234) and a nose portion (248) centered about the central axis. The wheel end assembly (142, 144) of claim 11, wherein the spindle (234) further includes a frustoconical portion between the nose portion (248) and the flange (280). Wheel end assembly (142, 144) according to claim 11, wherein the nose portion (248) is held on an inner ring (328) of the bearing assembly (236) via a spindle nut. A constant velocity joint (CVJ) of a vehicle comprising an outer race (238) containing a bore (348) with an internally splined interface adapted to mesh with an externally splined interface of a stub shaft (218) of a wheel end assembly (142, 144). CVJ according to claim 14, wherein the externally splined interface is located at a first end of the stub shaft (218) and a second, opposite end of the stub shaft has a flange (280) configured to be attached to a wheel hub of the wheel end assembly (142, 144).

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