Compact Wheel End with Nested CV Joint and Asymmetrical Bearing
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Solution Overview
Problem
Conventional wheel ends in automotive vehicles occupy significant space due to the need for large diameters to accommodate rolling elements and CV joints, limiting space for brake components and increasing vehicle weight and drag.
Innovation Solution
A compact wheel end design featuring a smaller housing and hub with an asymmetrical tapered roller bearing and a Z-shaped drive coupler that transfers torque efficiently, allowing for reduced size and weight while maintaining load-carrying capacity and enabling larger brake rotor areas.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Strength
If conventional wheel ends use large diameter housings to accommodate rolling elements and CV joints, then load-carrying capacity is maintained, but vehicle weight increases and brake component space is reduced
Solution Approach 1:
The CV joint stub shaft is nested within the hub spindle bore, allowing the CV joint to be positioned inside the hub assembly rather than requiring external accommodation space. This nesting enables compact integration of multiple components (housing, hub, bearing, and CV joint) into a smaller overall diameter wheel end assembly while maintaining full load-carrying capacity through proper structural design of the integrated components
2Power
If conventional wheel ends use large diameter housings to accommodate rolling elements and CV joints, then torque transfer capability is maintained, but drag torque increases and fuel efficiency decreases
Solution Approach 1:
By nesting the CV joint stub shaft within the hub spindle bore and integrating the bearing assembly into the compact housing, the overall diameter of the wheel end is reduced. This smaller diameter directly reduces the moment arm for drag torque while the nested arrangement ensures torque is efficiently transferred from the stub shaft through the bearing to the hub, maintaining power transfer capability with minimal energy loss
3Adaptability or versatility
If conventional wheel ends use large diameter housings, then space for rolling elements and CV joints is adequate, but brake rotor area is reduced
Solution Approach 1:
The nested arrangement places the CV joint stub shaft inside the hub spindle bore and positions the bearing assembly within the compact housing, consolidating all rotating components into the central axis area. This frees up the radial space around the hub for larger brake rotor mounting surfaces, allowing adequate brake rotor area while still providing sufficient internal space for all necessary components through efficient spatial organization
4Ease of manufacture
If conventional wheel ends use standard symmetrical bearing designs, then manufacturing is simplified, but radial space consumption is excessive
Solution Approach 1:
The bearing assembly uses an asymmetrical design where the inner race is integrated with the hub spindle and the outer race is integrated with the housing, with rolling elements arranged to optimize load distribution in the compact radial space. This asymmetrical configuration allows the bearing to accommodate the nested CV joint arrangement while maintaining manufacturing feasibility through standard bearing manufacturing processes adapted to the compact geometry
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The compact wheel end design reduces vehicle weight and drag, enhances brake performance, and achieves maximum radial downsizing without compromising structural integrity, thereby improving fuel efficiency and reducing manufacturing costs.
Implementation Method 1
an antifriction bearing located between the housing and the hub spindle to enable the hub to rotate in the housing with minimal friction
Implementation Method 2
a Z-shaped drive coupler that transfers torque efficiently
Data Source
AI summary
A compact wheel end (A) serves to couple a road wheel (B) to a suspension system component (C) on an automotive vehicle and to transmit torque from a CV joint (D) to the road wheel. The wheel end includes a housing (2) that is attached to the suspension system component and a hub (4) provided with a drive flange (18) on which the road wheel is mounted and a spindle (20) that extends through the housing. The hub rotates relative to the housing on a double row tapered roller bearing (6), the raceways (40, 42, 44, 46) of which are surfaces on the housing and hub spindle. The wheel end also has a coupler (8) that is engaged with the hub spindle and the CV joint through mating splines (32, 72, 76, 94) and further provides a rib face (52) that backs the rollers (62) of the inboard row. The CV joint has a small diameter stub shaft (92) that extends through the hub to secure the CV joint to the hub, but does not transmit torque. The tapered roller bearing and coupler enable the wheel end to assume a radial size smaller than conventional wheel ends.