Integrated Joint Clutch Assembly for Compact Torque Transfer
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Conventional clutch assemblies in motor vehicles are complex, large, heavy, and costly due to their numerous components, making them inefficient in terms of size, weight, and packaging.
Innovation Solution
A simplified clutch assembly design featuring a joint assembly with a first clutch member and a second clutch member, where the actuation assembly uses rotational force to selectively engage or disengage the clutch members, integrated within a housing with lubrication grooves and sealing members, and utilizing a ball and ramp assembly or electromagnetic coil for actuation, reducing component count and complexity.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If conventional clutch assembly design with multiple friction plates and actuators is used, then reliable power transmission is achieved, but device complexity, size, and weight increase
Solution Approach 1:
The patent combines the joint assembly and clutch assembly into a single integrated unit, where the first joint member serves as the first clutch member and the second joint member serves as the second clutch member. This merging eliminates separate components for joints and clutch mechanisms, reducing overall device complexity while maintaining both power transmission reliability and clutch functionality within a unified structure.
Solution Approach 2:
The joint members are designed to perform dual functions: serving as both joint components for power transmission and as clutch members for engagement/disengagement. The first joint member and second joint member can function as both universal joints and clutch plates simultaneously, allowing a single component to fulfill multiple roles that traditionally required separate parts.
2Force
If conventional clutch assembly with multiple components is used, then sufficient torque transmission is achieved, but weight and size increase
Solution Approach 1:
By merging the joint assembly and clutch assembly, the patent eliminates redundant components such as separate clutch plates, friction surfaces, and actuation mechanisms. The integrated design uses the same structural elements for both joint functionality and torque transmission, significantly reducing the overall weight of the moving assembly while maintaining sufficient torque capability through the unified power transmission path.
3Power
If conventional clutch assembly design is used, then adequate power transmission is achieved, but packaging space increases
Solution Approach 1:
The integration of joint and clutch assemblies creates a compact unified structure that occupies less space than separate components. The first joint member and second joint member are positioned in close proximity, with the actuation assembly integrated between them, eliminating the need for separate mounting spaces and reducing overall packaging volume while maintaining full power transmission capability.
4Reliability
If conventional clutch assembly with multiple components is used, then reliable engagement is achieved, but manufacturing cost increases
Solution Approach 1:
By combining the joint assembly and clutch assembly into a single integrated unit, the patent reduces the total number of parts that need to be manufactured, assembled, and quality-checked. The integrated design simplifies the manufacturing process by eliminating interfaces between separate joint and clutch components, reducing assembly steps, and lowering overall manufacturing costs while maintaining reliable engagement through the unified structure.
Data Source
AI summary
A joint assembly and clutch assembly for use in a vehicle. The joint assembly includes a first joint member that is drivingly connected to a second joint member by using one or more third joint members. A first shaft is drivingly connected to the first joint member. The clutch assembly includes a first clutch member, a second clutch member, and an actuation assembly that is operably configures to selectively drive the second clutch member into engagement with the first clutch member of the clutch assembly. The actuation assembly utilizes an amount of rotational force that is transmitted from the first shaft in order to transition the second clutch member into engagement with the first clutch member. At least a portion of a second shaft is drivingly connected to the second clutch member.