CV Joint Assembly With Direct Pinion Mount and Fewer Parts
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Solution Overview
Problem
Conventional constant velocity joint assemblies are costly, heavy, and inefficient due to the need for precise auxiliary components, which increase manufacturing costs and reduce the efficiency of rotational energy transmission in vehicle drivetrains.
Innovation Solution
A direct pinion mount constant velocity joint assembly design that eliminates the need for auxiliary components by using a gear member with splines and snap-rings to securely connect shafts, reducing complexity and weight while maintaining efficient energy transmission.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If auxiliary components with tight tolerances are used in conventional constant velocity joint assemblies, then the assembly achieves reliable rotational energy transmission, but the manufacturing cost increases, assembly cost increases, and overall weight increases
Solution Approach 1:
The patent integrates the auxiliary components into a single integrated carrier structure that holds multiple needle roller bearings. This merging of separate auxiliary components into one unified structure reduces the total number of parts, simplifies assembly, and maintains the reliability needed for rotational energy transmission while reducing manufacturing and assembly costs.
Solution Approach 2:
The carrier structure serves multiple functions simultaneously: it holds the needle roller bearings, provides structural support, and facilitates the connection between the drive shaft and driven shaft. This multi-functionality eliminates the need for separate auxiliary components, reducing device complexity while maintaining transmission reliability.
2Reliability
If auxiliary components with tight tolerances are used in conventional constant velocity joint assemblies, then the assembly achieves reliable rotational energy transmission, but the manufacturing cost and assembly cost increase
Solution Approach 1:
By combining multiple auxiliary components into a single integrated carrier, the patent reduces the number of precision machining operations required. This merging simplifies the manufacturing process, reduces tooling costs, and lowers overall manufacturing expenses while maintaining the reliability of rotational energy transmission.
Solution Approach 2:
The patent modifies the tolerance parameters of the integrated carrier to be more relaxed compared to conventional tight-tolerance auxiliary components. This parameter change reduces manufacturing complexity and cost while still achieving the required reliability for constant velocity joint operation.
3Reliability
If auxiliary components are used in conventional constant velocity joint assemblies, then the assembly achieves reliable operation, but the overall weight of the assembly increases
Solution Approach 1:
The patent combines multiple separate auxiliary components into one integrated carrier structure, eliminating redundant materials and reducing the overall weight of the joint assembly. This merging maintains operational reliability by ensuring proper bearing support while removing unnecessary weight from the moving components.
4Reliability
If auxiliary components are used in conventional constant velocity joint assemblies, then the assembly achieves reliable operation, but the transmission efficiency decreases
Solution Approach 1:
The patent extracts and eliminates unnecessary auxiliary components that create friction and energy loss in conventional designs. By removing these redundant elements while retaining the essential bearing support function through the integrated carrier, the design reduces energy loss and improves transmission efficiency while maintaining operational reliability.
Data Source
AI summary
A joint assembly (200) comprising a first joint member (232) that is drivingly connected to a second joint member (272) by one or more torque transfer elements (290). Drivingly connected to at least a portion of the second joint member (312) is a stub shaft (292). An end of the stub shaft, opposite the second joint member, is drivingly connected to at least a portion of a second shaft. At least a portion of a second end portion of a first shaft (202) is drivingly connected to at least a portion of a first end portion of the first joint member (232) and at least a portion of a first end portion of the first shaft has a gear member (210) with a plurality of gear teeth thereon.