Wheel end arrangement

Abstract

Wheel end arrangement, including: a constant velocity shaft (CV) splined to a CV joint extending through a hub; and a bearing that is in surface contact with a CV joint shoulder and a hub shoulder.

Description

CROSS-REFERENCE TO RELATED REGISTRATIONS

[0001] The present application claims priority from U.S. Preliminary Application No. 63 / 700,326 entitled “WHEEL END ASSEMBLY”, which was filed on September 27, 2024. The entire content of the aforementioned application is hereby incorporated by reference for all purposes. TECHNICAL AREA

[0002] The present description refers generally to a wheel end arrangement that incorporates a CV joint. BACKGROUND AND DETOUR

[0003] Existing wheel end assemblies utilize various components to hold the bearings and wheels. These components may include a constant velocity (CV) shaft bearing, a hub and CV shaft adapter, sealing elements, and fasteners. Each of these components used for bearing and wheel mounting can contribute to complexity and increase the potential for assembly and maintenance errors.

[0004] US 11,124,020 B2 by Choi et al. discloses a CV joint assembly integrated into a wheel hub device. The CV joint assembly includes an inner race connected to a portion of the drive shaft. A hub housing is connected to the inner race to position the ball joints within it and includes a bearing connected to an outer circumferential surface of the hub housing. A joint carrier is connected to an outer race of the bearing. A nut is connected to the hub housing and engages an inner race of the bearing to apply a preload to the inner race. A retaining ring is connected to the hub housing and rests against a side face of the lock nut, and a plurality of fasteners couple the lock nut and retaining ring. The inclusion of the retaining ring and fasteners introduces the risk of assembly and maintenance errors and increases the cost of the CV joint assembly.

[0005] In one example, the problems described above can be solved by a wheel end arrangement comprising a constant velocity (CV) shaft splined with a CV joint extending through a hub and bearing in planar contact with a CV joint shoulder and a hub shoulder.

[0006] It should be noted that the foregoing summary serves to present, in simplified form, a selection of concepts that are further explained in the detailed description. It does not serve to identify essential features of the claimed subject matter, the scope of which is defined exclusively by the claims following the detailed description. Furthermore, the claimed subject matter is not limited to implementations that eliminate the disadvantages mentioned above or in any part of this disclosure. BRIEF DESCRIPTION OF THE FIGURES Fig. Figure 1 is a schematic representation of a vehicle powertrain. Fig. Figure 2 shows a cross-section through a wheel end assembly. DETAILED DESCRIPTION

[0007] The following description refers to a system for a drive axle, more precisely, to a wheel end assembly that may be integrated within it. The wheel end assembly can be integrated into a hybrid vehicle architecture, as in Fig. 1 shown. A cross-section through the wheel end assembly is shown in Fig. 2 shown.

[0008] In one example, the wheel end assembly includes a constant velocity (CV) shaft, splined and configured to have a shoulder via a CV joint that contacts the inner diameter of a bearing to retain the CV joint. This wheel end configuration eliminates the need for a support bearing, thus removing numerous components such as various fasteners, sealing components, and a recess for a socket to access the support bearing for maintenance. The outer surface of a hub features a shoulder that provides contact between the hub and the inner diameter of the bearing. In this way, the inner diameter of the bearing is held by the hub and CV shaft via the CV joint. The bearing retainer is located near the end of the bearing housing furthest from the nut used in conjunction with the hub to secure the bearing.

[0009] The bearing housing can surround the bearing and the bearing holder circumferentially. The bearing surrounds part of the hub circumferentially, so that an inner surface defined by the inner diameter of the bearing is in contact with an outer surface of the hub.

[0010] Fig. Figure 1 shows an example of a vehicle drive system 100 for a vehicle 121 with an integrated wheel end assembly. The vehicle drive system 100 can include at least one energy source. In the example of Fig. In Figure 1, the vehicle propulsion system 100 comprises three energy sources, including an internal combustion engine 110, an electric machine 120, and an electric machine 135c. In other examples, however, the internal combustion engine 110 can be omitted. Other powertrain arrangements can also be used in other examples. Therefore, the system is of Fig. 1 is of course not limited. The electric machines 120 and 135c can be configured to use or consume a different energy source than the internal combustion engine 110. For example, the internal combustion engine 110 can consume liquid fuel (e.g., gasoline) to generate engine power, while the electric machines 120 and 135c can consume electrical energy to generate electrical machine power (e.g., mechanical torque). Therefore, a vehicle with the vehicle drive system 100 can be called a hybrid electric vehicle (HEV). In Fig. 1. The mechanical connections between different components are shown as solid lines, while the electrical connections between different components are shown as dashed lines.

[0011] The vehicle drive system 100 has a front axle 133 and a rear axle 122. The electric machine 135c can supply mechanical energy to the differential gear 137 mounted on the front axle 133. The vehicle drive system 100 is shown such that the front wheels 130 are connected to the front axle 133 and the rear wheels 131 are connected to the rear axle 122. A wheel end assembly 134 can be inserted between each of the front wheels 130 and each end of the front axle 133. Similarly, the wheel end assembly 134 can be inserted between each of the rear wheels 131 and each end of the rear axle 122, as described in the present disclosure. The wheel end assembly 134 is shown in Fig. 2. explained in more detail.

[0012] In this example, the front wheels 130 can be driven either via the electric motor 135c and the differential 137. Wheel-side disconnect devices (not shown) can mechanically disconnect the front wheels 130 from the electric motor 135c and the front axle 133 when the vehicle 121 is not operating in all-wheel-drive mode. Furthermore, wheel-end disconnect clutches can mechanically couple the front wheels 130 to the electric motor 135c via the front axle 133 when the vehicle 121 is operating in all-wheel-drive mode. An inverter 147c can supply the electric motor 135c with alternating current (AC) by converting direct current (DC) from an energy storage device 132 into AC. Alternatively, the inverter 147c can convert the AC from the electric motor 135c into DC for storage in the energy storage device 132. The rear wheels 131 can be driven electrically or via the combustion engine 110.

[0013] The rear axle 122 is connected to the electric motor 120 and a gearbox 125 via a drive shaft 129. The rear axle 122 can be driven either purely electrically and exclusively via the electric motor 120 (e.g., pure electric drive, the motor does not burn air or fuel), hybridally via the electric motor 120 and the internal combustion engine 110 (e.g., parallel operation), or purely by the internal combustion engine 110 (e.g., pure engine drive). The rear drive unit 136 can transmit the power of the internal combustion engine 110 or the electric motor 120 to the rear axle 122, causing the rear wheels 131 to rotate. The rear drive unit 136 can include a gearbox, a differential 193, and an electrically controlled differential clutch 191, which regulates the torque transmission to the rear axle 122.

[0014] The 125 gearbox is in Fig. Figure 1 shows the connection between the internal combustion engine 110 and the electric machine 120 associated with the rear axle 122. The electric machines 120 and 135a can be supplied with electrical energy by the on-board energy storage device 132. Furthermore, the electric machines 120 and 135a can have a generator function to convert the engine power or the vehicle's kinetic energy into electrical energy, which can be stored in the energy storage device 132 for later use by the electric machine 120 or the electric machine 135c. The energy storage device 132 can be a battery, a capacitor, an inductor, or another electrical energy storage device.

[0015] In some examples, the energy storage device 132 can be configured to store electrical energy that can be supplied to other electrical consumers on board the vehicle (other than the engine), e.g., the cabin heating and air conditioning, engine starting, headlights, cabin audio and video systems, etc.

[0016] The control system 14 can communicate with the internal combustion engine 110, the electric motor 120, the electric motor 135a, the energy storage device 132, the transmission 125, the wheel couplings, etc. The control system 14 can receive sensor feedback from one or more of the following elements: internal combustion engine 110, electric motor 120, electric motor 135a, energy storage device 132, transmission 125, etc. Furthermore, in response to this sensor feedback, the control system 14 can send control signals to the internal combustion engine 110, the electric motor 120, the electric motor 135c, the wheel cut-off devices, the energy storage device 132, the transmission 125, etc. The control system 14 can receive a signal from a human operator or an autonomous control system regarding a desired performance of the vehicle drive system.

[0017] One or more wheel speed sensors (WSS) 195 can be connected to one or more wheels of the vehicle's drive system 100. The wheel speed sensors can detect the rotational speed of each wheel. One such example of a WSS could be a permanent magnet sensor. A controller 12 can comprise part of a control system 14. In some examples, the controller 12 can be the vehicle's sole controller. The control system 14 receives information from a variety of sensors 16 (various examples of which are described here) and sends control signals to a variety of actuators 81 (various examples of which are described here). The sensors 16 can include, for example, wheel speed sensor(s) 195, throttle position sensors (not shown), etc.In some examples, sensors connected to the internal combustion engine 110, the transmission 125, the electric motor 120, the wheel speed sensor 195, the position sensors that describe the engagement / disengagement state of the wheel clutch, etc., can provide the control unit 12 with information about various operating states of the engine, the transmission, and the electric motor. The spatial orientation of the vehicle 121 is specified via axles 175.

[0018] Fig. Figure 2 shows a wheel end assembly 200 integrated into a vehicle, as shown above. Fig. 1 described hybrid vehicle architecture. The wheel end arrangement 200 can be a non-restrictive example of the wheel end arrangement 134 of Fig. 1. The wheel end assembly 200 comprises a constant velocity (CV) shaft 202, a CV joint 203, a hub 204, a nut 206, a bearing 208, a bearing holder 210, a bearing housing 212, a steering knuckle 214, and a rotor 216. The CV shaft 202 can be connected to the CV joint 203 at one end of the CV shaft 202. In an example, the CV shaft 202 is an unlimited example for the front axle 133 and / or the rear axle 122 of Fig. 1

[0019] The hub 204 surrounds the end of the CV joint 203 of the CV shaft 202 near a wheel. The CV shaft 202 can rotate about an axis 290 that passes through the center of the CV shaft and the CV joint 203. The hub 204 can rotate when the CV joint 203 rotates within it.

[0020] The CV shaft 202 can have a wedge-shaped end that engages in a wedge-shaped crown 222 of the CV joint 203. The CV shaft 202 can interlock with the wedge-shaped crown 222 in such a way that, when the CV shaft 202 rotates, the wedge-shaped crown 222 transmits the rotational force from the CV shaft 202 to the rest of the CV joint 203. The wedge-shaped crown 222 can be shell-shaped or hemispherical.

[0021] An intermediate body 224 can extend from the wedge-shaped crown 222 to the shoulder 226. The intermediate body 224 can be narrower than the wedge-shaped rim 222 and the shoulder 226, measured along its longitudinal axis. The intermediate body 224 can have recessed sides, giving it an hourglass-like shape. That is, the intermediate body 224 can have a bilaterally symmetrical shape with two wider lobes connected in the middle by a narrower constriction. A CV joint rod 228 can extend from the intermediate body 224 through the hub 204.

[0022] The shoulder 226 can extend radially outward with respect to the intermediate body 224. The shoulder 226 can extend to a radial position that extends beyond that of an extended section 232 of the hub 204. Thus, the shoulder 226 can be in planar contact with an inner axial surface of the hub 204 (e.g., the extended section 232 of the hub 204) and the bearing 208. The shoulder 226 can extend over less than half the radial length of an inner axial surface 208a of the bearing 208. The inner axial surface 208a can also be in planar contact with the bearing holder 210. In one example, a gap may be present so that the shoulder 226 and the bearing holder 210 do not touch. Additionally or alternatively, the gap can correspond to a section of the inner axial surface 208a that is exposed and not in planar contact with the shoulder 226 and the bearing holder 210.

[0023] The bearing 208 can also be supported by the bearing housing 212 and the extended section 232. An inner diameter of the bearing 208 can be in planar contact with the extended section 232 of the hub 204. An outer diameter of the bearing 208 can be in planar contact with the bearing housing 212. In one example, the inner diameter can extend from the portion of the inner axial surface 208a that is in planar contact with the shoulder 226. The outer diameter can extend from the portion of the inner axial surface 208a that is in planar contact with the bearing holder 210.

[0024] In one example, the bearing holder 210 and the bearing housing 212 are in surface contact. The bearing holder 210 can have an L-shaped cross-section. The bearing holder 210 can be, for example, a clip, a retaining ring, or a similar device. The bearing holder 210 can be clamped between the bearing housing 212 and the joint 214. In one example, the joint 214 is a steering knuckle. The rotor 216 is located next to the joint 214. The rotor 216 is spaced apart from the joint 214 so that the inner surface of the rotor 216 is not in contact with the joint 214.

[0025] The bearing 208 may also have an outer axial surface 208b. The outer axial surface 208b may be located opposite the inner axial surface 208a. The inner and outer diameters of the bearing 208 may extend between the inner axial surface 208a and the outer axial surface 208b. The outer axial surface 208b may be in full contact with both the bearing housing 212 and a hub shoulder 234. A gap may be present so that the hub shoulder 234 and other parts of the hub 204 do not contact the bearing housing 212. The hub shoulder 234 may extend less than half the radial length of the outer axial surface 208b of the bearing 208. Likewise, the bearing housing 212 may extend less than half the radial length of the outer axial surface 208b of the bearing 208. The gap can be arranged proximal to a center of the outer axial surface 208b.

[0026] In this way, the bearing 208 can be supported along both axial surfaces as well as the inner and outer diameters by a combination of the shoulder 226 of the CV joint 203, the bearing holder 210, the bearing housing 212, the extended section 232 of the hub 204, and the hub shoulder 234. Therefore, no adapters, fasteners, or seals are used to support the bearing. Furthermore, the arrangement of the wheel end assembly 200 eliminates the need for a support bearing and the associated sealing and maintenance work. Manufacturing the wheel end assembly 200 can be simplified by using special tools for the support bearing and its maintenance. In addition, extra space can be utilized since the space required for the special tools is no longer needed.

[0027] The hub shoulder 234 and the extended section 232 can extend to a hub flange 236 of the hub 204. The hub flange 236 can have multiple through holes through which multiple fasteners 238 extend. The multiple fasteners 238 can be configured to physically connect a wheel to the hub 204. The hub flange 236 can extend radially outward beyond an outer diameter of the bearing holder 210 and the bearing housing 212. The hub flange 236 is in planar contact with the rotor 216.

[0028] The nut 206 is designed to be screwed onto the CV joint rod 228 of the CV joint 203 and to press against an outer axial surface of the hub 204. The nut 206 is physically connected to the CV joint 203. The nut 206 can exert a force on the hub 204, which can exert a threshold force on the bearing 208. In this way, a holding force acting on the bearing 208 can be set via the nut 206. In one example, the axial outer surfaces of the hub 204, the nut 206, and the CV joint 203 are flush with each other near the point where a wheel is mounted.

[0029] The technical benefit of integrating a wheel end assembly where a nut is coupled to a CV joint and presses against the end face of a hub is that the number of components in the wheel end assembly can be reduced, which can decrease assembly and service errors. Specifically, the number of components can be reduced because a support bearing and an adapter between the hub and CV joint are no longer required. The number of components can be further reduced because the sealing components of the support bearing are no longer needed.

[0030] The disclosure also provides a support for a wheel end assembly comprising: a constant velocity (CV) shaft splined to a CV joint extending through a hub, and a bearing in planar contact with a CV joint shoulder and a hub shoulder. In a first example of the system, the CV joint shoulder is in planar contact with an inner axial surface of the bearing, and the hub shoulder is in planar contact with an outer axial surface of the bearing. In a second example of the system, which optionally includes the first example, the bearing is in further planar contact with a bearing holder and a bearing housing. In a third example of the system, which optionally includes one or both of the first and second examples, the bearing holder is in planar contact with the same side of the bearing as the CV joint shoulder.In a fourth example of the system, which may optionally include one or more or each of the first three examples, there is a gap between the bearing holder and the CV joint shoulder on the same side. In a fifth example of the system, which may optionally include one or more or each of the first four examples, a nut is physically coupled to the CV joint and configured to exert pressure on the hub.

[0031] The disclosure also provides support for a wheel end assembly system comprising: a bearing located between a hub and a bearing housing, a constant velocity (CV) shaft engaging with a CV joint, the CV joint being in planar contact with the bearing and extending through the hub, and a nut physically connected to the CV joint and pressing against the hub. In a first example of the system, a CV joint shoulder is in planar contact with an inner axial face of the bearing. In a second example of the system, which optionally includes the first example, an outer diameter of the bearing is in planar contact with the bearing housing, and an inner diameter of the bearing is in planar contact with an extended section of the hub.In a third example of the system, optionally comprising one or both of the first and second examples, a bearing holder is in planar contact with the inner axial surface, and a gap exposing part of the inner axial surface is arranged between the bearing holder and the CV joint shoulder. In a fourth example of the system, optionally comprising one or more or each of the first through third examples, the bearing housing and a hub shoulder are in planar contact with an outer axial surface of the bearing, and a gap exposing part of the outer axial surface is arranged between the bearing housing and the hub shoulder. In a fifth example of the system, optionally comprising one or more or each of the first through fourth examples, a bearing holder is arranged between a joint and the bearing housing.In a sixth example of the system, which optionally includes one or more or each of the first five examples, the CV joint extends through a central part of the hub. In a seventh example of the system, which optionally includes one or more or each of the first six examples, the outer axial surfaces of the hub, nut, and CV joint are flush with each other. In an eighth example of the system, which optionally includes one or more or each of the first seven examples, a flange of the hub is in planar contact with a rotor and includes a plurality of fasteners configured to be coupled to a wheel.

[0032] The disclosure also provides a mounting for a wheel end assembly comprising: a bearing arranged between a hub and a bearing housing, a constant velocity (CV) shaft engaging with a CV joint, wherein a CV joint shoulder is in planar contact with an inner axial surface of the bearing and extends through the hub, and wherein a hub shoulder is in planar contact with an outer axial surface of the bearing, and a nut that is physically connected to the CV joint and presses against the hub. In a first example of the system, the hub is in planar contact with an inner diameter of the bearing, the inner diameter extending from the inner axial surface to the outer axial surface.In a second example of the system, which optionally includes the first example, the bearing housing is in planar contact with an outer diameter of the bearing, the outer diameter extending from the inner axial surface to the outer axial surface. In a third example of the system, which optionally includes one or both of the first and second examples, the CV joint includes a splined crown that engages with the CV shaft. In a fourth example of the system, which optionally includes one or more or each of the first through third examples, the nut is screwed onto a CV drive shaft of the CV joint.

[0033] Fig. Figure 2 shows an example configuration with the positional relationships 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, at least in one example. Similarly, elements that are 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 a further example, elements that are separated from each other, with only a gap between them and that do not have any 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, flat, 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 that is depicted inside or outside another element can be described as such. Fig. Figure 2 is shown approximately to scale.

[0034] The foregoing description serves only to illustrate the principles of the described embodiments. Since numerous modifications and alterations are readily possible for a person skilled in the art, it is not desirable to limit the described embodiments to the exact designs and methods shown and described here. Accordingly, all suitable modifications and equivalents can be considered to fall within the scope of the described embodiments as defined in the following claims.

[0035] Unless otherwise stated, the term "approximately" means plus or minus five percent of the range.

[0036] The following claims specifically indicate certain combinations and subcombinations that are considered novel and not obvious. These claims may refer to "one" element, "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 considered to be 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 / 700,326

[0001] US 11,124,020 B2

[0004]

Claims

[1] Wheel end arrangement, comprising: a constant velocity shaft (CV) splined to a CV joint extending through a hub; and a bearing that is in surface contact with a CV joint shoulder and a hub shoulder. [2] Wheel end arrangement according to claim 1, wherein the CV joint shoulder is in planar contact with an inner axial surface of the bearing and the hub shoulder is in planar contact with an outer axial surface of the bearing. [3] Wheel end arrangement according to one of the preceding claims, wherein the bearing is in further planar contact with a bearing holder and a bearing housing. [4] Wheel end arrangement according to claim 3, wherein the bearing holder is in planar contact with the same side of the bearing as the CV joint shoulder. [5] Wheel end arrangement according to claim 4, wherein there is a gap between the bearing holder and the CV joint shoulder on the same side. [6] Wheel end arrangement according to one of the preceding claims, wherein a nut is physically coupled to the CV joint and is configured to exert pressure against the hub. [7] System for a wheel end arrangement, comprising: a bearing that is located between a hub and a bearing housing; a constant velocity shaft (CV) that engages with a CV joint, the CV joint being in planar contact with the bearing and extending through the hub; and a nut that is physically connected to the CV joint and presses against the hub. [8] System according to claim 7, wherein a CV joint shoulder is in planar contact with an inner axial surface of the bearing. [9] System according to claim 7 or 8, wherein an outer diameter of the bearing is in planar contact with the bearing housing and an inner diameter of the bearing is in planar contact with an extended section of the hub. [10] System according to claim 8 or 9, wherein a bearing holder is in planar contact with the inner axial surface and wherein a gap which exposes a part of the inner axial surface is arranged between the bearing holder and the CV joint shoulder. [11] System according to one of claims 7 to 10, wherein the bearing housing and a hub shoulder are in planar contact with an outer axial surface of the bearing and wherein a gap which exposes a part of the outer axial surface is arranged between the bearing housing and the hub shoulder. [12] System according to one of claims 7 to 11, wherein a bearing holder is arranged between a joint and the bearing housing. [13] System according to one of claims 7 to 12, wherein the CV joint extends through a central part of the hub. [14] System according to any one of claims 7 to 13, wherein the outer axial surfaces of the hub, the nut and the CV joint are flush with each other. [15] System according to any one of claims 7 to 14, wherein a flange of the hub is in planar contact with a rotor and comprises a plurality of fastening elements which are arranged to be coupled to a wheel.

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