Driving axle assembly

#The present invention relates generally to driving axles, and more particularly concerns a system for attaching an inboard constant velocity (CV) joint of a driving axle to its mating component so as to facilitate assembly of the driving axle while maintaining torque transmission, concentricity, and serviceability.

#It is well known that speed variation problems can be solved by using two universal joints in series. If the joints are properly arranged, the irregularity introduced by one joint will be cancelled out by the equal and opposite irregularity introduced by the second joint. Constant velocity joints include such double universal joints as well as any joint in which the speeds of the shafts connected by the joint are absolutely equal at every instant throughout each revolution. Characteristically, a constant velocity joint includes a shaft with a universal-type coupling at each end. This arrangement is sometimes referred to as a constant velocity shaft

#Driving axles are widely used in the automotive industry. Typically, driving axles employ inboard CV joints, an interconnecting shaft, and an outboard CV joint in order to transmit torque from a final drive unit to the driving wheels. These CV joints are used to transmit torque at varying angles caused by vertical movement of the wheels and engine movement resulting from torque reaction. In a front wheel drive vehicle, constant velocity driveshafts are used in pairs. One shaft is located on the left (driver) side of the vehicle and the other is placed on the right (passenger) side. Each shaft has an inboard or plunge coupling that connects the constant velocity shaft to the engine/transaxle and an outboard or fixed coupling that connects the shaft to a left or right wheel. The inboard and outboard couplings and shaft together comprise a constant velocity joint or driveshaft which couples the engine/transaxle shaft to the wheel shaft. In operation, the outboard coupling turns with the wheel around a “fixed” center, while the inboard coupling “telescopes” or plunges and turns at an angle sufficient to allow required movement of the automobile suspension system.

#FIG. 1 is a perspective view of an attachment system for an inboard constant velocity joint and a mating component in accordance with one embodiment of the present invention;

#FIG. 1A is side view of the circlip, illustrated in FIG. 1, in accordance with one embodiment of the present invention;

#FIG. 2 is a partial sectional view of FIG. 1 along line 2—2;

#The present invention is illustrated with respect to an attachment system 10, particularly suited to the automotive field. However, the present invention is applicable to various other uses that may require robust attachment systems, as will be understood by one skilled in the art.

#Referring to FIGS. 1, 1A, 2, 3, and 4, an attachment system 10 for an inboard constant velocity joint and a mating component, in accordance with one embodiment of the present invention, is illustrated. FIG. 1 illustrates a perspective view of the attachment system 10. FIG. 2 further illustrates the attachment system 10, illustrated in FIG. 1, along line 2—2. The attachment system 10 includes a typical inboard constant velocity joint (CV joint) 12. The CV joint 12 includes a stub shaft 16 that is integrally formed with the CV joint 12, as will be understood by one skilled in the art. The stub shaft 16 has an end portion 18 with a first connector 20 integrally formed with the end portion 18. The first connector 20 has a first set of splines 22, which line the internal circumference of the first connector 20 from the edge portion 24 of the first connector 20 to a first groove 26 in the first connector 20.

#The first set of splines 22 protrude inward toward the central longitudinal axis 23 of the CV joint 12. The first groove 26 is sized to receive a circlip 28 when the attachment system 10 is actuated, illustrated in FIG. 3, as will be discussed later. The first set of splines 22 are further illustrated in the cross-sectional view of FIG. 3, along line 4—4, illustrated in FIG. 4.