Coupling Assembly Anti-Twist Device for Motor Vehicle Powertrain
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
The existing clutch arrangements for motor vehicle drive trains face challenges in assembly and manufacturing due to stringent tolerance requirements for the axial bearing and rotary members, leading to increased costs and complexity.
Innovation Solution
An anti-twist device is introduced between the axial bearing and the axial locking ring, allowing for reduced tolerance requirements and simplified assembly by centering the axial bearing on the shaft or hub member, which can be pre-assembled with the thrust bearing, and then mounted to the housing, or vice versa.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of manufacture
If the axial bearing is pre-assembled on the radial section of the second rotary member using clipped recesses, then the assembly structure is established, but the production tolerances for recesses or projections must be comparatively high and costly
Solution Approach 1:
The patent introduces an anti-twist device as an intermediary element between the axial bearing and the first rotary member. This device mediates the connection by providing a positive anti-rotation engagement through protrusions and corresponding recesses, eliminating the need for high-precision clipped recesses in the second rotary member while ensuring proper positioning and preventing rotational movement during assembly and operation.
2Ease of manufacture
If the axial bearing is pre-assembled on the radial section of the second rotary member, then the assembly structure is established, but the assembly process becomes costly and complex
Solution Approach 1:
The patent segments the anti-rotation function into a separate anti-twist device that can be independently manufactured and then integrated into the assembly. This segmentation allows the axial bearing to be mounted on the first rotary member without requiring complex pre-assembled structures on the second rotary member, thereby reducing overall assembly complexity and cost.
Solution Approach 2:
The anti-twist device serves as an intermediary component that simplifies the assembly process by providing a dedicated anti-rotation mechanism. Instead of requiring the axial bearing itself to prevent rotation through complex clipped recesses, the anti-twist device mediates this function with a simpler protrusion-recess engagement, reducing assembly complexity.
3Reliability
If high production tolerances are required for recesses or projections, then the axial bearing remains secure after pre-assembly, but manufacturing costs increase
Solution Approach 1:
The anti-twist device acts as an intermediary that provides a positive mechanical engagement through protrusions and recesses designed with relaxed tolerances. This engagement mechanism reliably prevents rotation and secures the axial bearing without requiring the high production tolerances that would otherwise be needed in a direct clipped recess connection.
Solution Approach 2:
The anti-twist device is configured to engage in advance during the assembly process, establishing anti-rotation before final assembly is complete. This preliminary action ensures the axial bearing remains secure throughout assembly and operation without requiring high-precision features that would increase manufacturing costs.
Data Source
Figure 1
Figure 2~5
AI summary
Coupling arrangement (12) for a motor vehicle powertrain (10), comprising a housing (34), at least one coupling (20), a first rotary member (38) designed as a shaft or hub member and rotatably mounted with respect to the housing (34), and a second rotary member (30) having a radially extending radial section (53) and rotatably mounted with respect to the housing (34), wherein an axial bearing (52) is arranged between the first rotary member (38) and the radial section (53) of the second rotary member (30). The axial bearing (52) is mounted centrally with respect to the first rotary member (38) (Fig. 1).