Cantilevered bearing for CVJ front steering axle

Abstract

System, comprehensive: a first shaft extending through an axle housing; a constant velocity joint (CVJ) that is connected to the first shaft at a point outside the axle housing; a bearing arrangement located at one end of the axle housing near the CVJ; and a second shaft extending through a wheel hub assembly and connected to the CVJ; wherein an outer ring of the CVJ is in surface contact with a wheel hub of the wheel hub assembly.

Description

REFERENCE TO RELATED REGISTRATIONS

[0001] The present application claims priority from US Provisional Application No. 63 / 647,779 entitled “CANTILEVER BEARING ARRAN-GEMENT FOR CVJ FRONT STEER AXLE”, which was filed on May 15, 2024. The entire contents of the aforementioned application are hereby incorporated by reference for all purposes. TECHNICAL AREA

[0002] The present description concerns a constant velocity joint (CVJ) for a steering axle. BACKGROUND AND DETOUR

[0003] Vehicles can have a variety of axle assemblies that include an input rotary element rotatably connected to a wheel. The input rotary element can be, for example, a steering axle. The steering axle can have a shaft rotatably connected to the vehicle's wheel. The shaft can be rotatably connected to the wheels via joints, such as one or more constant velocity joints (CVJs). For example, the CVJ can rotatably couple the axle shaft to a shaft that rigidly couples the wheel hub. The CVJ can have an outer ring rigidly connected to the shaft, which is rigidly connected to the hub adapter, and the CVJ can have an inner ring rigidly connected to the axle shaft. The shaft can be rigidly connected to the wheel hub of the wheel assembly via a variety of external splines. The multiple external splines can engage with the hub adapter of the wheel hub.The CVJ arrangement can include a spindle that supports the wheel hub and is rigidly connected to an axle housing of the steering axle. In this way, the wheel hub can rest on the spindle and be positioned around it.

[0004] When supporting the wheel hub via the spindle, a CVJ arrangement can present certain challenges. For example, the CVJ can be very large relative to the spindle's packing space. Such a CVJ might be too large to fit on the spindle and wheel bearing. There may also be a desire for the spindle and wheel bearing to have a volume that fits within a space below a first sill, particularly on a front axle. Finally, there may be a requirement that the CVJ arrangement not exceed a certain weight.

[0005] The inventors have recognized these and other problems with such systems and have developed approaches to solve them, at least partially. In one example, a system comprises a first shaft extending through an axle housing, a constant velocity joint (CVJ) coupled to the first shaft at a location outside the axle housing, a bearing assembly located at one end of the axle housing near the CVJ, and a second shaft extending through a wheel hub assembly and coupled to the CVJ, with an outer ring of the CVJ in planar contact with a wheel hub of the wheel hub assembly.

[0006] 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 a schematic example of a vehicle with a front steering axle incorporating one or more of the constant velocity joints (CVJs) and wheel assemblies of the present disclosure. Fig. Figure 2 shows a section through an arrangement with a CVJ and a hub arrangement as described in the present disclosure. DETAILED DESCRIPTION

[0007] The following description refers to a system for supporting a constant velocity joint (CVJ), a joint assembly, and a wheel assembly for an axle assembly. The axle assembly comprises an axle housing and a steering axle. The joint assembly comprises the CVJ and a steering knuckle.

[0008] The CVJ can be rotatably coupled to a wheel hub of the wheel assembly. The steering axle can be a front steering axle with a shaft rotatably connected to the CVJ. The wheel hub assembly can comprise a stub shaft and the wheel hub, with the stub shaft passing through the wheel hub. The axle shaft can be rotatably connected to an inner ring of the CVJ, and the stub shaft can be rotatably connected to a spindle of the CVJ.

[0009] The shaft can be supported, at least partially, by a bearing assembly. This bearing assembly is held within the walls of a tube, the axle housing, which is concentric with the shaft. In this way, the CVJ can be cantilevered over the shaft from a wheel-side end of the bearing assembly. The bearing assembly can be the only bearing supporting the shaft before it exits the axle housing tube towards the CVJ. Thus, a cantilevered portion of the shaft is coupled to and supports the CVJ.

[0010] When disassembling the wheel hub, e.g., during maintenance, the wheel hub (e.g., a spindle) can be removed from the axle assembly, leaving the CVJ in place and supported by the shaft. In one example, the wheel assembly may not include an adapter.

[0011] The shaft stub 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 coupled to the CVJ. The output side can be connected to the hub assembly. The shaft stub includes a toothed end at a first end and an end plate at a second end, opposite the first end.

[0012] In another example, an arrangement comprises an axle housing, a first shaft, a first bearing assembly, CVJ (the CVJ comprising an outer ring and an inner ring, the outer ring arranged around the inner ring), a second shaft, a wheel hub, and a wheel assembly. Optionally, the axle housing can also accommodate the first shaft. Optionally and / or additionally, the CVJ can be located between the shaft and the wheel hub. Optionally and / or additionally, the wheel hub can be located between the CVJ and the wheel assembly. Optionally and / or additionally, the first bearing assembly can be held between the axle housing and the shaft. Optionally and / or additionally, the first bearing assembly can be arranged radially around the first shaft. Optionally and / or additionally, the first shaft can be supported by the first bearing assembly. Optionally and / or additionally, the first shaft can be engaged with the inner ring.Optionally and / or additionally, the second shaft can engage with a spindle of the CVJ. Optionally and / or additionally, the CVJ can be surrounded by the spindle. Optionally and / or additionally, the arrangement can lack a bearing that contacts both the outer ring and the spindle.

[0013] The arrangement of a bearing around the CVJ shaft and / or the enclosing and securing of the bearing within a tube of the axle housing provides support for the CVJ. The outer ring of the CVJ can be cantilevered and have no bearing. In particular, no bearing should be present between the outer ring and the spindle / wheel hub to support the outer ring. Furthermore, this reduces the number of interfaces that increase the tolerance between the CVJ and a kingpin axis of a steering knuckle. Reducing the number of interfaces can help maintain the alignment of the CVJ with the kingpin and the kingpin axis of the steering knuckle. This design can also offer maintenance advantages, as the CVJ can remain in place when the spindle is removed.

[0014] Fig. Figure 1 shows a schematic example of a vehicle with one or more constant velocity joints (CVJs) and wheel end arrangements as described in 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.

[0015] 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 with the same reference numerals and need not be introduced again.

[0016] Fig. Figure 1 shows a schematic representation of an exemplary configuration with the relative arrangement of the different components. Fig. Figure 2 shows a configuration example with approximate position. Fig. Figure 2 is shown approximately to scale; however, other relative dimensions may also be used. Unless otherwise stated, the term "approximately" means plus or minus five percent of the range.

[0017] Furthermore, they Fig. Figures 1-2 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, at least in 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 as 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.

[0018] 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.

[0019] 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.

[0020] Features described as drive-coupled are coupled in such a way that they drive each other. Or, put another way: A first component that is drive-coupled to a second component can drive the second component, and vice versa. Features described as rotatably coupled are coupled in such a way that they rotate together. In other words: A first component is rotatably connected to a second component, so that it rotates when the second component rotates, and vice versa.

[0021] In Fig. Figure 1 shows a vehicle 100 with a drivetrain 101 and a drivetrain 103. The vehicle 100 can have a front end 192 and a rear end 194, located on opposite sides of the vehicle 100. Objects, components, and features of the vehicle 100 described as being near the front can be located closer to the front end 192 than to the rear end 194. Objects, components, and features of the vehicle 100 described as being near the rear can be closest to the rear end 194 compared to the front end 192. The vehicle 100 can have a longitudinal axis 190 that runs parallel to a direction of travel of the vehicle 100.

[0022] The drive train 101 can comprise 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 outputs the torque to the drive train 103 according to a selected gear ratio or setting.

[0023] 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 106 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.

[0024] 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.

[0025] The drivetrain 103 can comprise a first axle assembly 112 and a second axle assembly 124. The first axle assembly 112 can be or include a steering axle. The second axle assembly 124 can be or include a drive axle. The first axle assembly 112 can be configured to support and steer a first set of wheels 104. The first and second axle assemblies 112, 124 can each be supported by a suspension system. Additionally or alternatively, the first and second axle assemblies 112, 124 can be held directly to a vehicle body, for example, to a vehicle underbody facing the ground on which a vehicle travels. The second axle assembly 124 can be configured to rotate a second set of wheels 114. The first axle arrangement 112 can, for example, be located near the front of the vehicle 100 and can therefore also be referred to as the front axle.The second axle assembly 124 can be located near the rear of the vehicle 100 and can therefore be referred to as the rear axle. However, it should be noted that the arrangement of the first axle assembly 112 and the second axle assembly 124 is not limited. Another example is that the second axle assembly 124 can be located in the front of the vehicle 100 and thus constitute a front axle. Likewise, the first axle assembly 112 can be located near the rear of the vehicle and thus constitute a rear axle. The vehicle 100 can have additional wheels that are not connected to the drive train 103.

[0026] The vehicle 100 can be equipped with a drive shaft 122. The transmission 108 can be mechanically coupled to the second axle assembly 124 via the drive shaft 122. In other words, the transmission 108 can be driven by the drive shaft 122, and the drive shaft 122 can drive the second axle assembly 124. 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.

[0027] The first axle assembly 112 can comprise a first axle housing 116 and a first set of axle shafts. The first axle housing 116 can accommodate the first set of axle shafts. The first set of axle shafts can, for example, comprise a first shaft 118a and a second shaft 118b, each of which can be housed in the first axle housing 116. The first shaft 118a and the second shaft 118b can be axle half-shafts.

[0028] The second axle assembly 124 can include a differential 126, a second axle housing 130, and a second set of axle shafts. The differential 126 can rotaryally couple the second set of axle shafts to transmit torque to and drive the second set of axle shafts. Likewise, the second axle housing 130 can accommodate the second set of axle shafts. The second set of axle shafts can include a third shaft 128a and a fourth shaft 128b. The third shaft 128a and the fourth shaft 128b can be axle half-shafts. The third and fourth shafts 128a, 128b can be housed in the second axle housing 130. The third and fourth shafts 128a, 128b can each rotaryally couple the differential 126. The differential 126 can distribute different torques to the wheels which are coupled to the opposite ends of the second axle arrangement 124.For example, the differential 126 can distribute an unequal torque to the third shaft 128a and the fourth shaft 128b.

[0029] The first and second axles 118a, 118b can be drivenly coupled to the wheelset 104 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 132 and a second wheel end assembly 134. The first wheel end assembly 132 can be rotatably coupled to one or more wheels of the first wheelset 104. Likewise, the second wheel end assembly 134 can be rotatably coupled to one or more wheels of the first wheelset 104. Wheels drivenly coupled to the first wheel end assembly 132 can be located at an end of the first axle assembly 112 opposite the wheels drivenly coupled to the second wheel end assembly 134. The first wheel end assembly 132 has a first joint 152 and the second wheel end assembly 134 has a second joint 154.The first shaft 118a can be rotaryally coupled to the first wheel end assembly 132 via the first joint 152. In other words, the first shaft 118a can rotate with the first wheel end assembly 132 and with one or more wheels of the wheels 104, and vice versa. The second shaft 118b can be rotaryally coupled to the second wheel end assembly 134 via the second joint 154. In other words, the second shaft 118b rotates with the second wheel end assembly 134 and with one or more wheels of the wheels 114, and vice versa.

[0030] The third and fourth axles 128a, 128b can be drivenly coupled to the second wheelset 114 via a set of wheel end assemblies and a plurality of joints. For example, the first set of wheel covers can comprise a third wheel end assembly 142 and a fourth wheel end assembly 144. The third wheel end assembly 142 can be drivenly coupled to one or more wheels of the wheelset 114. Likewise, the fourth wheel end assembly 144 can be drivenly coupled to one or more wheels of the wheelset 114. The wheels connected to the third wheel end assembly 142 can be located opposite the second axle assembly 124 and the wheels drivenly coupled to the fourth wheel end assembly 144. The third wheel end assembly 142 has a first joint 152 and the fourth wheel end assembly 144 has a second joint 154. The third shaft 128a can be rotaryally coupled to the third wheel end assembly 142 via the first joint 152.The fourth shaft 128b can be rotaryally coupled to the fourth wheel end assembly 144 via the second joint 154. The torque delivered by the differential 126 to the third shaft 128a can drive the third wheel end assembly 142 and one or more wheels of the wheels 114. The torque delivered by the differential 126 to the fourth shaft 128b can drive the fourth wheel end assembly 144 and one or more wheels of the wheels 114.

[0031] The vehicle 100 and the drive train 103 can comprise a variety of CVJs. A CVJ can drive and couple at least one first rotating element and one second rotating element, e.g., separate shafts arranged in series, such that a first rotating element and a 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 that lies within a threshold range of angles. The angle between the first and second rotating elements can change during rotation, e.g., during suspension operation, where the position of the first or second axis may change. The first joint 152 and the second joint 154 can be CVJs.Furthermore, additional CVJs can be coupled to other shafts and rotating elements of the vehicle 100 for propulsion.

[0032] 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).

[0033] 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 actuation of a lever, such as a brake lever, speed sensors on the first wheelset 104 and the second 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 powertrain 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.

[0034] The transmission 108 can be a gear housing. Alternatively, the transmission 108 can be an axle transmission or a transaxle transmission and can be arranged in or part of an axle assembly, such as the second axle assembly 124. 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.

[0035] 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 all-wheel-drive configuration. Furthermore, the drivetrain 103 may include one or more tandem axle arrangements. For example, in addition to the first axle arrangement 112 and the second axle arrangement 124, there may be one or more axle arrangements in which, in addition to the axles of the first and second axle arrangements 112 and 124, one or more additional axle arrangements are present. One or more of the additional axle arrangements may be drive-coupled to the transmission so that they are driven by the transmission 108 or another transmission. 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.

[0036] For the in Fig. In the view shown, a set of reference axes 201 is 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 a direction of gravity, and the xy-plane can be parallel to a horizontal plane on which an arrangement 202 of Fig. 2 can rest. A circle can represent an axis of the reference axes 201 that runs perpendicular to a view. A filled circle can represent an arrow and an axis that point in the direction of a view or positively to it. The axes of Fig. 2 can run parallel to the y-axis.

[0037] In Fig. Figure 2 shows a view 200 of the arrangement 202. In one example, the arrangement 202 is a section of a powertrain. The components of the arrangement 202 can be centered about a first axis 210 and a second axis 211. Some components or features can be arranged radially about the first axis 210 and / or the second axis 211. The first and second axes 210, 211 can be center axes of the arrangement 202. The first and second axes 210, 211 can also be axes of rotation along which the rotating elements of the arrangement 202 rotate or about which they rotate. The first axis 210 and the second axis 211 can be coaxial. However, the first axis 210 can become misaligned during certain operations of a vehicle (e.g., vehicle 100 from Fig. 1), which includes the arrangement 202, extend at an angle 212 to the second axis 211 and vice versa. The arrangement 202 comprises a wheel end arrangement. The wheel end arrangement included in the arrangement 202 can be an example configuration of the first wheel end arrangement 132 or the second wheel end arrangement 134 of Fig. 1. Thus, the components shown in the figure can be used in a mirror image at another end of the arrangement 202 for a different wheel end arrangement.

[0038] The arrangement 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 closest to a wheel of the vehicle, e.g., one of the wheels 104 of vehicle 100. Fig. 1. The second side 206 can be an axle side that is closest to the axle of a vehicle, such as the axle of the first axle arrangement 112 of Fig. 1.

[0039] The arrangement 202 can comprise a plurality of sub-arrangements, including a joint arrangement, a wheel arrangement 214, and part of an axle arrangement 215. The wheel arrangement 214 is located closest to the first side 204. The wheel arrangement 214 can be rigidly connected to at least one wheel. The axle arrangement 215 can be located closer to the second side 206 of the arrangement 202. The joint arrangement can be clamped between and connected to the wheel arrangement 214 and the axle arrangement 215. The joint arrangement can comprise a constant velocity joint (CVJ) 232, a wheel hub 205, a steering knuckle 224, and a first bearing arrangement 230. The wheel hub 205 can also be referred to as the outer spindle. The steering knuckle 224 can be coupled to the spindle 216. A shaft stub 218 can have a toothed end 282 connected to the spindle 216. More precisely, the shaft stub 218 can be rotaryally coupled to the CVJ 232 with the wheel arrangement 214.The wheel assembly 214 can be rotaryally coupled to a wheel, for example to drive or rotate it. In one example, the wheel assembly 214 lacks a hub adapter. The shaft stub 218 can then be rotaryally coupled to the wheel assembly 214 without being connected to a hub adapter.

[0040] The axle arrangement 215 can be a configuration of the first axle arrangement 112 of Fig. 1. The CVJ 232 can be a configuration of the CVJ that is for the first joint 152 and the second joint 154 of Fig. 1 is used. In this way, each wheel end of the front axle is assigned only one CVJ.

[0041] The axle assembly 215 can comprise an axle housing 220 and a first axle 222. The first axle 222 is also referred to here as the axle shaft 222 and / or rod shaft 222. The shaft 222 can be housed in a passage 221 of a tube 223 of the axle housing 220. The axle housing 220, the passage 221, and the shaft 222 can be centered about the first axle 210. The tube 223 can have an inner surface. The inner surface can form the passage 221 and face the shaft 222. The tube 223 can, for example, be cylindrical and bulge radially around the passage 221. The shaft 222 can be rotaryally coupled to the CVJ 232, for example, to drive or rotate the spindle 216 of the CVJ 232. The axle shaft 222 can be an example configuration of the first shaft 118a or the second shaft 118b of Fig. Be 1.

[0042] The axle housing 220 may also include a bracket 225. The bracket 225 may comprise a plurality of through holes 227 for receiving one or more fasteners and a plurality of fasteners 203 for connecting the axle housing 220 to a part of the vehicle. In one example, the bracket 225 may be coupled to a vehicle suspension and / or to a vehicle underbody frame. The plurality of through holes 227 may include two through holes, each configured to receive a fastener.

[0043] The axle housing 220 can include a steering knuckle 219 with a first extension 226 and a second extension 228. The first extension 226 and the second extension 228 can be connected to a second yoke comprising a first arm 236 and a second arm 238. The first extension 226 and the second extension 228 can be arranged and bent radially outward from the first arm 236 and the second arm 238, respectively.

[0044] In addition to CVJ 232, the arrangement 202 can also include a first joint 245 and a second joint 247. The first joint 245 can be connected to the first attachment 226 and the first arm 236. The first joint 245 can couple the first attachment 226 to the first arm 236. The second joint 247 can be coupled to the second attachment 228 and the second arm 238. The second joint 247 can couple the second attachment 228 to the second arm 238. The first joint 245 can allow relative movement between the first attachment 226 and the first arm 236. The second joint 247 can allow relative movement between the second attachment 228 and the second arm 238. Additionally or alternatively, the second joint 247 can be a kingpin.

[0045] The shaft 222 can be supported and centered around the first axis 210 by a first bearing arrangement 230. The first bearing arrangement 230 can be arranged radially around the shaft 222 and contact it. The first bearing arrangement 230 can contain one or more ball bearings or other bearings. The first bearing arrangement 230 can support the shaft 222 and allow it to rotate independently of the shaft housing 220. The first bearing arrangement 230 can maintain the alignment of the shaft 222 with the first axis 210, such that the centerline of the shaft 222 is approximately coaxial with the first axis 210. The first bearing arrangement 230 can be press-fitted to the inner surface of the tube 223 of the shaft housing 220. Additionally or alternatively, the first bearing arrangement 230 can be fixed by a bearing retainer. Additionally or alternatively, the first bearing arrangement 230 can be secured with a snap ring 233 in a sliding fit.The snap ring 233 can be arranged radially around the shaft 222 and contact it. The ring 233 can bear against the first bearing assembly 230 and holds the first bearing assembly 230 to the shaft 222.

[0046] The first bearing assembly 230 can be additionally held by a bearing holder 291. The bearing holder 291 can be inserted into a tube of the axle housing 220. This means that the bearing holder 291 can be in planar contact with the inner surface of the tube 223 of the axle housing 220. The bearing holder 291 can include a stop 292 that reduces the opening size of the tube of the axle housing 220. In one example, the stop 292 is designed to block further insertion of the first bearing assembly 230 into the tube. In this way, the first bearing assembly 230 can be positioned precisely at a desired location within the tube 223 of the axle housing 220 to support the rod shaft 222 at a location near the CVJ 232.

[0047] The bearing holder 291 can also have an annular locking element 294, which is arranged between the stop 292 and an outer lip 296. The outer lip 296 can be located outside the tube of the axle housing 220. The outer lip 296 can be configured to block further insertion of the bearing holder 291 into the tube of the axle housing 220. The annular locking element 294, in conjunction with the snap ring 233, can retain the first bearing assembly 230. Additionally or alternatively, the annular locking element 294 can maintain a position of the first bearing assembly 230 inside the tube of the axle housing 220. In one example, the bearing holder 291 can have a z-shaped cross-section.

[0048] The bearing assembly 230, the snap ring 233, and the bearing holder 291 can be mounted at a point on the tube 223 between the bracket 225 and the CVJ 232. The shaft 222 can project from one end of the first bearing assembly to an inner ring of the CVJ 232.

[0049] The CVJ 232 can comprise an outer ring 240, an inner ring 244, and a cage 242. The outer ring 240 can be formed with cylindrical and frustoconical parts. For example, the outer ring 240 can consist of a single piece comprising a first and second cylindrical part and a third frustoconical part. The third part can be located between the first and second parts. The surfaces of the third part can be continuous with the first and second parts. The outer ring 240 can surround and contact the cage 242. The cage 242 can be supported by a variety of bearings 241 of the CVJ 232. The bearings 241 can be ball bearings. In one example, the CVJ 232, including the outer ring 240 and the cage 242, is a single piece.

[0050] The outer ring 240 can be aligned with the second axis 211 so that the outer ring 240 is radially centered around the second axis 211. In other words, the centerline of the outer ring 240 can be coaxial with the second axis 211. Likewise, the inner ring 244 is aligned with the second axis 211 so that it is centered around the second axis 211. In other words, the centerline of the inner ring 244 can be coaxial with the second axis 211. The outer ring 240 can be rigidly connected to an output of CVJ 232. The inner ring 244 can be connected to an input of CVJ 232. The outer ring 240 can, for example, be located in the wheel hub 205. In one example, the portion of the outer ring 240 located in the wheel hub 205 can surround only the spindle 216. The inner ring 244 can engage with a toothed end 229 of the shaft 222, so that the spindle 216 can rotate with the inner ring 244.

[0051] The bearings 241 and the cage 242 can pivot relative to the outer ring 240 and vice versa. The cage 242 can be pivoted such that, under certain conditions, its centerline is not coaxial with the second axis 211 and the centerline of the outer ring 240.

[0052] Angle 212 is an angle less than or equal to the first threshold angle, where the first threshold angle is a maximum angle. Angle 212 can be larger than the first threshold angle; however, if the angle is larger than the first threshold, the torque transmitted via CVJ 232 may fall below a second power threshold, increasing power losses and reducing the efficiency of the torque transmission.

[0053] The spindle 216 can be coupled to the inner ring 244 and engage with the toothed end 282 of the shaft stub 218. This allows the shaft stub 218 to rotate as the spindle 216 turns. The shaft stub 218 can then be inserted into the wheel hub 205 and rotate it.

[0054] Thus, the shaft 222 can have a cantilevered portion extending from the tube 223 toward the inner ring 244 of the CVJ 232. The cantilevered portion of the shaft 222 can be cantilevered, with the toothed end 229 of the shaft engaging in the inner ring 244 of the CVJ 232. In one example, there are no components such as bearings, brackets, bands, or other forms of support contacting the cantilevered portion of the shaft 222. Furthermore, the CVJ 232 can be the only CVJ corresponding to the wheel assembly 214. A separate CVJ can be connected to another wheel assembly of the front axle, so that the front axle comprises a total of two CVJs and two wheel assemblies. The in Fig. The two components shown can also be used for the other wheel arrangement of the front axle.

[0055] The wheel hub 205 can comprise a flange section 246 and a nose section 248. The flange section 246 can be in contact with the outer ring 240 of the CVJ 232. The flange section 246 can extend radially from the nose section 248. The flange section 246 and the nose section 248 can be centered about the second axis 211. The wheel hub 205 can also have a frustoconical section 252. The frustoconical section 252 can extend from the nose section 248. The frustoconical section 252 can be connected to the flange section 246 and extend longitudinally from it. The nose section 248 can accommodate the shaft stub 218 via a second opening 250. The second opening 250 can be an annular hole located concentrically to the nasal section 248.The flanged section 246, the nose section 248, and the frustoconical section 252 can consist of a single piece forming an outer spindle. The shaft stub 218 can be arranged in the second opening 250.

[0056] The nose section 248 can accommodate the shaft stub 218 via a second opening 250. The second opening 250 can be an annular hole located concentrically to the nose section 248. The housing of the shaft stub 218 can have a variety of volumes, including a third opening 258 and a passage 259. The third opening 258 can be located closest to the second side 206 and the CVJ 232. The passage 259 lies longitudinally between the third opening 258 and the second opening 250. The second opening 250, the passage 259, and the third opening 258 can have a continuous volume. The radially curved surfaces that bound the second opening 250, the passage 259, and the third opening 258 can be continuous. The third opening 258 can have a frustoconical volume and be connected to a portion of the outer ring 240.In some examples, the volume of the third opening 258 can have a larger diameter than the volume of the second opening 250. The third opening 258 can surround, receive, and contain the outer ring 240 or a part of the outer ring 240.

[0057] A second bearing arrangement 256 can be arranged radially around and in contact with the nose section 248 of the housing of the shaft stub 218. The second bearing arrangement 256 can be arranged radially around the nose section 248 and be in surface contact with it, so that the wheel hub 205 can rotate relative to the wheel hub arrangement 214. The second bearing arrangement 256 can be arranged such that it is located radially between the wheel hub arrangement 214 and the wheel hub 205 and is held by them.

[0058] The wheel assembly 214 can comprise a first mounting flange 262 and a housing 264. In a first example configuration, the first mounting flange 262 can be rigidly connected to the housing 264. The first mounting flange 262 can extend outward from a core of the housing 264, with outward in a direction away from the second axis 211. The first mounting flange 262 can be a mounting flange and extend radially from the housing 264. The wheel assembly 214 can also include a second mounting flange 266, which is rigidly connected to the housing 264. Alternatively, the housing 264 can comprise the first mounting flange 262 and / or the second mounting flange 266.

[0059] The first mounting flange 262 can have a plurality of first through holes 268, which can accommodate a plurality of first fasteners 270. The plurality of first fasteners 270 can thus extend through the plurality of first through holes 268. The plurality of first fasteners 270 can be bolts or screws. The plurality of first fasteners 270 can fasten the first mounting flange 262 to at least one wheel.

[0060] The wheel assembly 214 can have a fourth opening 274. The fourth opening 274 can be concentric with and formed by the first mounting flange 262, and can be centered on the second axis 211. The fourth opening 274 can accommodate the shaft stub 218. The fourth opening 274 can include an internal volume 272, which is sealed by a bearing seal 276 and an end cap 280. The bearing seal 276 can be positioned on the shaft stub 218 and configured to allow the shaft stub 218 to rotate relative to other elements of the assembly 202. A portion of the shaft stub 218 can extend from the bearing seal 276, through the fourth opening 274, to the end cap 280. In one example, the end cap 280 is a single piece and is connected to the shaft stub 218.

[0061] The end cap 280 can be physically connected to a third mounting flange 290. A variety of fasteners 284 can extend through the through holes 288 of the end cap 280 and be connected to a third mounting flange 290. In one example, the first mounting flange 262, the second mounting flange 266, and the third mounting flange 290 can be arranged on the same part, for example, the housing 264. In this way, the housing 264 can be a single, stationary part with three mounting flanges that accommodates a portion of the shaft stub 218 extending from the second bearing assembly 256 to the end cap 280.

[0062] By mounting the bearing on the rod shaft, which is connected to the CVJ inside the axle housing tube, the CVJ can be directly supported while reducing the need to support the CVJ's outer ring. This can simplify manufacturing and reduce tolerance overlap between the CVJ and a kingpin shaft, thus maintaining alignment more efficiently. The bearing arrangement can also improve serviceability. The CVJ can remain in place when the spindle is removed for maintenance. The cantilevered CVJ reduces manufacturing and service costs while better maintaining alignment between the CVJ and kingpin, thereby improving customer satisfaction and vehicle performance.

[0063] The disclosure also provides support for a system comprising: a first shaft extending through an axle housing, a constant velocity joint (CVJ) coupled to the first shaft at a location outside the axle housing, a bearing assembly located at one end of the axle housing near the CVJ, and a second shaft extending through a wheel hub assembly and coupled to the CVJ, with an outer ring of the CVJ in planar contact with a wheel hub of the wheel hub assembly. In a first example of the system, the first shaft is cantilevered downstream of the bearing assembly toward the CVJ. In a second example of the system, which optionally includes the first example, the first shaft is a rod shaft and the second shaft is a stub shaft.In a third example of the system, optionally comprising one or both of the first and second examples, the bearing assembly is held by a bearing holder inserted into a tube of the axle housing. In a fourth example of the system, optionally comprising one or more or each of the first through third examples, the bearing holder comprises a stop, an annular detent, and an outer lip, the outer lip being located outside the tube. In a fifth example of the system, optionally comprising one or more or each of the first through fourth examples, the bearing assembly is held by a snap ring. In a sixth example of the system, optionally comprising one or more or each of the first through fifth examples, a bracket is connected to the axle housing.In a seventh example of the system, which optionally includes one or more or each of the first to sixth examples, the bearing arrangement is located at a position between the bracket and the CVJ.

[0064] The disclosure also provides a mounting for a drivetrain assembly comprising: an axle assembly with a rod shaft supported by a bearing assembly near an extreme end of the axle assembly, a constant velocity joint (CVJ) coupled to a projecting portion of the rod shaft, and a stub shaft connected to the CVJ. In a first example of the system, the CVJ is supported only by the projecting portion of the rod shaft and a wheel hub. In a second example of the system, which optionally includes the first example, an outer ring of the CVJ is in planar contact with the wheel hub. In a third example of the system, which optionally includes one or both of the first and second examples, the CVJ has a spindle that engages with a toothed end of the stub shaft.In a fourth example of the system, optionally comprising one or more or each of the first three examples, the shaft stub includes an end plate connected to a gear set. In a fifth example of the system, optionally comprising one or more or each of the first four examples, the rod shaft is arranged within a tube of the axle assembly, with the projecting portion of the rod shaft extending from the tube from the bearing assembly to the CVJ. In a sixth example of the system, optionally comprising one or more or each of the first five examples, the projecting portion of the rod shaft includes a toothed end that engages with an inner ring of the CVJ.

[0065] The disclosure also provides a mounting for a system for a vehicle, comprising: a constant velocity joint (CVJ) supported by a cantilevered portion of a rod shaft extending from a tube of an axle assembly, the CVJ further supported by a wheel hub in planar contact with an outer ring of the CVJ, and a bearing assembly located in the tube of the axle assembly at the point where the rod shaft exits the tube. In a first example of the system, the bearing assembly is held in the tube by a snap ring and a bearing retainer. In a second example of the system, which may optionally include the first example, the bearing retainer has a z-shaped cross-section. In a third example of the system, which may optionally include one or both of the first and second examples, a mounting is coupled to the axle assembly, the mounting comprising a support with two through-holes.In a fourth example of the system, which optionally includes one or more or each of the first to third examples, the wheel hub is connected to a steering knuckle.

[0066] Although various embodiments have been described above, it should be clear that these serve only as examples and do not constitute 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.

[0067] 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.

[0068] 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 / 647,779

[0001]

Claims

[1] System, encompassing: a first shaft extending through an axle housing; a constant velocity joint (CVJ) that is connected to the first shaft at a point outside the axle housing; a bearing arrangement located at one end of the axle housing near the CVJ; and a second shaft extending through a wheel hub assembly and connected to the CVJ; wherein an outer ring of the CVJ is in surface contact with a wheel hub of the wheel hub assembly. [2] System according to claim 1, wherein the first shaft is arranged to project downstream from the bearing arrangement to the CVJ. [3] System according to one of the preceding claims, wherein the first shaft is a rod shaft and the second shaft is a stub shaft. [4] System according to one of the preceding claims, wherein the bearing arrangement is held by a bearing holder inserted into a tube of the axle housing. [5] System according to claim 4, wherein the bearing holder comprises a stop, an annular locking mechanism and an outer lip, the outer lip being arranged outside the tube. [6] System according to one of the preceding claims, wherein the bearing arrangement is held by a snap ring. [7] System according to one of the preceding claims, wherein a support is connected to the axle housing. [8] System according to claim 7, wherein the bearing arrangement is arranged at a position between the support and the CVJ. [9] Powertrain, comprising: an axle arrangement with a rod shaft which is supported by a bearing arrangement near an outer end of the axle arrangement; a constant velocity joint (CVJ) connected to a cantilevered part of the driveshaft; and a stub shaft coupled to the CVJ. [10] Drive train according to claim 9, wherein the CVJ is supported only via the projecting part of the rod shaft and a wheel hub and wherein an outer ring of the CVJ is in planar contact with the wheel hub.

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