Note: Descriptions are shown in the official language in which they were submitted.
OFF-ROAD RECREATIONAL VEHICLE
BACKGROUND
[0001] Off-road recreational vehicles, such as side-by-side recreational off-
highway
vehicles ("ROVs") or all-terrain vehicles ("ATVs"), are quite capable in a
wide variety
of riding environments and situations, whether for sport or utility purposes.
The vehicles
can be easy to enter and exit and easy to operate with controls and ergonomics
somewhat similar to automobiles. However, unlike most automobiles, off-road
recreational vehicles can be driven on harsh off-road terrain.
SUMMARY
[0002] According to some embodiments, an off-road vehicle includes a frame, a
passenger compartment, a driveline, and a constant velocity (CV) joint. The
driveline
includes at least a drive system and a driven system. The CV-joint is coupled
to provide
power from the drive system to the driven system, and includes a housing, a
coupling
shaft, a detent, and a plunge pin. The housing includes a first end for
engaging a driven
shaft and a second end opposite the first end. The coupling shaft is located
at the
second end of the housing and is configured for engagement with the drive
system. The
detent extends to an outer periphery of the coupling shaft and is configured
to maintain
engagement between the coupling shaft and the drive system. The plunge pin is
disposed at least partially within the coupling shaft and movable relative
thereto, the
plunge pin having a first position that maintains the detent in an engaged
position with
the drive system and a second position in which the plunge pin is moved away
from the
first end of the housing to permit disengagement of the detent with the drive
system.
The actuation pin is located adjacent to the plunge pin and extends in a
direction non-
parallel to the plunge pin, wherein the actuation pin has a first end that is
accessible via
an aperture in the housing, wherein actuation of the actuation pin determines
whether
the plunge pin is in the first position or the second position.
[0003] In some embodiments, a constant velocity (CV) joint includes a housing,
a
coupling shaft, a detent, a plunge pin and an actuation pin. The housing has a
first end
for engaging a driven shaft and a second end opposite the first end. The
coupling shaft
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is located at the second end of the housing, wherein the coupling shaft is
configured for
engagement with a drive system. The detent extends to an outer periphery of
the
coupling shaft and is configured to maintain engagement between the coupling
shaft and
the drive system during operation. The plunge pin is disposed at least
partially within
the coupling shaft and movable relative thereto, wherein the plunge pin has a
first
position that maintains the detent in an engaged position with the drive
system and a
second position in which the plunge pin is moved away from the first end of
the housing
to permit disengagement of the detent with the drive system. The actuation pin
is
located adjacent to the plunge pin and extends in a direction non-parallel to
the plunge
pin. The actuation pin has a first end that is accessible via an aperture in
the housing,
wherein actuation of the actuation pin determines whether the plunge pin is in
the first
position or the second position.
[0004] According to some embodiments, a constant velocity (CV) joint assembly
includes a CV housing, a plunge pin, and an actuation pin. The CV housing has
a
radially extending aperture and coupling shaft extending from the housing, the
coupling
shaft defining a hollow portion therein. The plunge pin extends within at
least a portion
of the hollow portion of the coupling shaft, wherein the plunge pin has a
first
configuration and a second configuration in which the plunge pin is axially
offset from
the first configuration. The actuation pin extends within the aperture, the
actuation pin
having a recessed portion, wherein at least a portion of the plunge pin is in
contact with
the actuation pin in both the first and second configurations and, in the
first or second
configuration at least a portion of the plunge pin is in contact with the
recessed portion.
BRIEF DESCRIPTION OF DRAWINGS
[0005] This written disclosure describes illustrative embodiments that are non-
limiting
and non-exhaustive. Reference is made to illustrative embodiments that are
depicted in
the figures, in which:
[0006] FIG. 1 is a side view of an off-road recreational vehicle, according to
some
embodiments.
[0007] FIG. 2 is a top view of an off-road recreational vehicle, according to
some
embodiments.
[0008] FIG. 3 is a side view of an off-road recreational vehicle, with body
panels
removed to illustrate various components, according to some embodiments.
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[0009] FIG. 4 is a rear perspective view of an off-road recreational vehicle,
with body
panels removed to illustrate components of the frame and driveline, according
to some
embodiments.
[0010] FIG. 5 is a rear perspective view of an off-road recreational vehicle,
with body
panels removed to illustrate connection of frame components to one another,
according
to some embodiments.
[0011] FIG. 6 is a front perspective view of an off-road recreational vehicle,
with body
panels removed to illustrate connection of frame components to one another,
according
to some embodiments.
[0012] FIG. 7 is a side view of a driveline utilized in the off-road
recreational vehicle
according to some embodiments
[0013] FIG. 8 is a perspective view of a driveline utilized in the off-road
recreational
vehicle according to some embodiments
[0014] FIG. 9 is an exploded view illustrating front suspension and front half-
shafts
according to some embodiments
[0015] FIG. 10A is an exploded view illustrating the coupling of the rear half-
shaft
with the rear transaxle according to some embodiments
[0016] FIG. 10B is a top view illustrating the coupling of the rear half-shaft
with the
rear transaxle according to some embodiments.
[0017] FIG. 10C is a cross-sectional view illustrating the rear half-shaft
coupled to rear
transaxle taken along line 10-10 shown in FIG. 108 according to some
embodiments.
[0018] FIG. 10D is a magnified view of a portion of FIG. 10C according to some
embodiments.
[0019] FIGS. 11A-11B are top and side views of the rear half-shaft according
to some
embodiments.
[0020] FIG. 11C is a top view of the rear half-shaft according to some
embodiments.
[0021] FIG. 11D is a cross-sectional view of rear half-shaft taken along line
11-11
shown in FIG. 11C, according to some embodiments.
[0022] FIG. 11E is a cross-sectional view of rear half-shaft according to some
embodiments.
[0023] FIG. 12 is an exploded view of inner constant velocity (CV) joint
according to
some embodiments.
[0024] FIGS. 13A-13C are top, side, and end views of the CV joint in an
uncompressed
or operational state according to some embodiments.
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[0025] FIG. 13D is a cross-sectional view of CV joint taken along line 13-13
shown in
FIG. 13C according to some embodiments.
[0026] FIGS. 14A-14C are top, side, and end views of the CV joint in a
compressed or
non-operational state according to some embodiments.
[0027] FIG. 14D is a cross-sectional view of CV joint taken along line 14-14
shown in
FIG. 14C according to some embodiments.
[0028] FIG. 15 is an exploded view of inner constant velocity (CV) joint
according to
some embodiments.
[0029] FIGS. 16A-16B are side and end views of the CV joint in an uncompressed
or
operational state according to some embodiments.
[0030] FIG. 16C is a cross-sectional view of CV joint taken along line 16-16
shown in
FIG. 16B according to some embodiments.
[0031] FIGS. 17A-17B are side and end views of the CV joint in a compressed or
non-
operational state according to some embodiments.
[0032] FIG. 17C is a cross-sectional view of CV joint taken along line 17-17
shown in
FIG. 17B according to some embodiments.
[0033] FIG. 18 is an exploded view of inner constant velocity (CV) joint
according to
some embodiments.
[0034] FIGS. 19A-19C are top, side and end views of the CV joint in an
uncompressed
or operational state according to some embodiments.
[0035] FIG. 19D is a cross-sectional view of CV joint taken along line 19-19
shown in
FIG. 19C according to some embodiments.
[0036] FIGS. 20A-20C are top, side and end views of the CV joint in a
compressed or
non-operational state according to some embodiments.
[0037] FIG. 20D is a cross-sectional view of CV joint taken along line 20-20
shown in
FIG. 20C according to some embodiments.
[0038] FIG. 21A-21B are end views of the CV joint in an operational state and
a non-
operational state according to some embodiments.
[0039] FIG. 22 is a perspective view of a plunge pin according to some
embodiments.
[0040] FIG. 23 is a side view of the plunge pin shown in FIG. 22 according to
some
embodiments.
[0041] FIG. 24 is a cross-sectional view of the plunge pin taken along line 23-
23 shown
in FIG. 23 according to some embodiments.
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DETAILED DESCRIPTION
[0042] In some embodiments, a utility vehicle, such as a recreational off-
highway
utility vehicle is shown. An example may be found in U.S. Application No.
15/811,011,
filed November 13, 2017 and titled "OFF-ROAD UTILITY VEHICLE".
[0043] As shown in FIG. 1 an embodiment of an off-road vehicle 10 includes a
plurality
of ground engaging members 50, a front suspension assembly 72 (FIG.4), a rear
suspension assembly 38 (FIG. 4), a frame 12, and one or more body panels 200.
In
some embodiments, the off-road vehicle 10 further comprises a cargo box 202
(FIG. 2).
[0044] In some embodiments, the frame 12 includes a ROPS (roll-over protection
structure) 210 and a main frame 212. In some embodiments, the ROPS 210 is
attached
to the main frame 212. As used in herein, the term "frame" 12 includes both
the ROPS
210 and main frame 212. In some embodiments, main frame 212 and/or ROPS 210
are
comprised of structural members 204 (FIG. 3) which are coupled together (e.g.,
welded,
bolted, glued). Further, the structural members 204 can be tubular steel or
aluminum,
stamped sheet metal (e.g., steel, aluminum), hydroformed, cast, forged, or
formed in any
other suitable manner. The off-road vehicle 10 can be 2-wheel or 4-wheel
drive.
Further, it can have any suitable style of drive system. In some embodiments,
the off-
road vehicle 10 is 4-wheel drive and includes a differential one or both the
front end and
rear end of the off-road vehicle 10. The differentials can include optional
locking
differentials or they can be open differentials, which can be manually
selectable by an
operator or engaged automatically in response to terrain conditions (e.g.,
wheel slip). In
some embodiments, the off-road vehicle has a limited slip differential (e.g.,
clutch pack,
Quaife, Torsen) or any other suitable configuration (e.g., spool).
[0045] With further regard to FIG. 3, in some embodiments, the off-road
vehicle 10
includes a seating area 206. The seating area 206 includes one or more seats
208.
Further one or more of the seats 208 can be arranged in any configuration,
such as a
side-by-side configuration. Further still, the seats 208 can include bench
seats, bucket
seats, or a combination of both bench and bucket seating. In some embodiments,
one or
more of the seats 208, or portions thereof, are adjustable.
[0046] As shown in FIG. 3, in some embodiments, the off-road vehicle 10
includes a
steering wheel 214 which is coupled, for example via a steering linkage, to at
least two
of the ground engaging members 50, for example front ground engaging members.
The
steering wheel 214 is coupled to the front ground engaging members 50 (e.g.,
tires) in
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any suitable way, for example by mechanical steering linkage, electric power
steering
(EPS), hydraulically assisted power steering, electric power steering without
mechanical
linkage (e.g., drive-by-wire), electric assisted power steering ((EPAS), e.g.,
including
pull-drift compensation, active nibble control, etc.) or in any other suitable
way.
Further, in some embodiments, the steering can include variable ratio steering
and it can
be programmable such that the user can set the steering ratio (and rate-of-
change of
steering ration, if it is variable) to illicit a steering response in
accordance with the
user's or manufacturer's desires (e.g., exhibiting understeer
characteristics). As further
shown in FIG. 3, in some embodiments, the steering wheel 214 tilts, shown via
arrow
216. In some embodiments, tilt assembly 218 allows steering wheel 214 to be
tilted as
shown.
[0047] With regard to FIG. 4, the off-road vehicle 10 includes a gear shift
selector 222.
The gear shift selector 222 is coupled to the transmission/transaxle 224, for
example via
a push-pull cable 226. The off-road vehicle 10 further includes a radiator 142
and
coolant lines (or coolant hoses) 156.
[0048] With regard to FIGs. 5 and 6, in some embodiments, the ROPS 210
comprises
two detachable portions: a first detachable ROPS portion 244 and a second
detachable
ROPS portion 246. In some embodiments, the second detachable ROPS portion 246
is
rearward of the first detachable ROPS portion 244. In some embodiments, the
first and
second detachable ROPS portions 244, 246 are coupled to one another via one or
more
disconnects 36. In some embodiments, the disconnects 36 comprise castings that
mate
with opposing disconnects. As shown in FIG. 5, for example, disconnect 36a is
configured to mate with disconnect 36b.
[0049] In some embodiments, the ROPS 210 includes one or more lengthwise ROPS
members 248. In some embodiments, the ROPS 210 includes three lengthwise ROPS
members 248 which are generally parallel to one another. In some embodiments,
one or
more of the lengthwise ROPS members 248 are bowed outwardly. As shown in FIG.
5,
in some embodiments, the ROPS 210 further includes a front transverse ROPS
member
250 and a rear transverse ROPS member 252. In some embodiments, one or both of
the
front transverse ROPS member 250 and a rear transverse ROPS member 252 are
bowed.
As shown in FIG 5, in some embodiments, the front transverse ROPS member 250
is
bowed forwardly such that the middle of the front transverse ROPS member 250
is
forward of the left and right ends of the front transverse ROPS member 250.
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[0050] In some embodiments, the ROPS 210 includes an A-pillar member 254. In
some embodiments, the A-pillar member 254 is formed form the same piece of
tubing
as a lengthwise ROPS member 248. In some embodiments, the ROPS 210 includes
front V-brace members 256. In some embodiments, the front V-brace members 256
are
coupled to the front transverse ROPS member 250, for example via welding. In
some
embodiments, the front V-brace members 256 are further comprise disconnects
and are
removably coupled to mating disconnects. In some embodiments, the front V-
brace
members 256 have a smaller diameter than the diameter of the A-pillar
member(s) 254.
[0051] In some embodiments, the ROPS 210 includes an intermediate pillar
member
258 and a rear pillar member 260, as shown for example in FIG. 5. In some
embodiment, the intermediate pillar member 258 and rear pillar member 260 are
coupled via a pillar bracing member 262. In some embodiments, one or both of
the
intermediate pillar member 258 and rear pillar member 260 include disconnects
36 such
that the second detachable ROPS portion 246 can be removed from the main frame
212.
[0052] In some embodiments, the ROPS 210 includes rear V-brace members 264
(FIG.
5). In some embodiments, the rear V-brace members 264 are coupled (e.g.,
welded) to
rear pillar members 260 and rear transverse ROPS member 250. In some
embodiments,
the ROPS 210 includes one or more gussets to add strength to ROPS 210. In some
embodiments, the gussets are welded to adjacent ROPS members.
[0053] In some embodiments, for example as shown in FIGs. 5 and 6, the main
frame
212 includes outer lower frame member(s) 268, front lateral lower frame
member(s)
270, rear outer lateral lower frame member(s) 272, rear inner lateral lower
frame
member 274, inner lower frame member(s) 276, joining lower frame member(s)
278,
rear outer upstanding support member(s) 280, front outer upstanding support
member(s)
282, intermediate outer upstanding support member(s) 284, diagonal outer
support
member(s) 286, rear inner upstanding lower support member(s) 288, rear
intermediate
lateral frame member 290, rear upper lateral frame member 292, rear inner
upstanding
intermediate support member(s) 294, rear outer lengthwise frame member(s) 296,
rear
outer lateral frame member(s) 298, rear inner lengthwise frame member(s) 300,
upper
lateral dash support member 302, lower lateral dash support member 304, front
upper
lengthwise frame member(s) 306, front upper lateral frame member 308, front
upper
intermediate lateral frame member 310, front upstanding frame member(s) 312,
upper
lengthwise dash support member(s) 314, front lengthwise bridging member(s)
316, front
intermediate support member(s) 318, front intermediate bridging member(s) 320,
front
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upper bridging member(s) 322, front intermediate dash support member 324,
steering
support member 326.
[0054] In some embodiments, the frame 12 includes a removable front subframe
100
(FIG. 6). In some embodiments, the removable front subframe 100 is coupled
(e.g., via
fasteners such as bolts) to the front lateral lower frame member 270 via lower
front
subframe casting. The lower front subframe casting 328 is coupled to the front
lateral
lower frame member 270, for example, via welding.
[0055] With further regard to FIGs. 5 and 6, in some embodiments, the frame 12
includes a removable rear subframe 118. In some embodiments, the rear subframe
118
includes disconnects 36 which couple the rear subframe 118 to the rear outer
lateral
frame member 298, for example via tube segments 336 extending downwardly from
the
rear outer lateral frame member 298. In some embodiments, the rear subframe
118 is
further coupled to the rear inner lateral lower frame member 274, for example
via
lengthwise tube segments 338. In some embodiments, the rear subframe 118
comprises
one or more laterally extending tube connection members 340. In some
embodiments,
the rear subframe 118 includes one or more rear subframe panels 342 (e.g.,
stampings),
as shown in FIGs. 5 and 6, to join adjacent rear subframe members 344.
[0056] As shown for example in FIGs. 7 and 8, the off-road vehicle 10 includes
a
driveline 350. Referring to FIGs. 7 and 8, in some embodiments, the off-road
vehicle
includes a longitudinally extending driveshaft 92. In some embodiments, the
driveshaft 92 is a two-piece driveshaft, for example having a first section
92a and a
second section 92b, as shown in FIGs. 7 and 8, however, it can also be a
single piece
driveshaft, three piece driveshaft, etc. Where a two-piece driveshaft 92 is
utilized, a
bearing mount 352, including a bearing such as a ball bearing, can be located
at the joint
between the first section 92a and the second section 92b. Further, the bearing
mount
352 can be used to secure the driveshaft 92 to the frame 12, while permitting
rotation of
the driveshaft 92. In some embodiments, one or more portions of the driveshaft
92
extend beneath a portion of the engine 86, as shown in FIG. 7.
[0057] In some embodiments, the driveshaft 92 is selectively coupled to a
front
differential 98. In some embodiments, the front differential 98 can include a
locker, for
example as disclosed in U.S. Patent No. 7,018,317.
[0058] As further shown in FIGs. 7 and 8, in some embodiments,
transmission/transaxle
224 (shown in FIG. 4) includes a continuously variable transmission ("CVT")
354,
which in turn includes a drive clutch 356 and a driven clutch 358. The drive
clutch 356
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and driven clutch 358 have a belt 360 extending therebetween. In some
embodiments,
the driven clutch 358 is coupled to a transaxle 90. In some embodiments, the
transaxle
90 has: one or more forward gears, one or more reverse gears, and neutral.
Further, in
some embodiments, the transaxle 90 has a park setting. Each of the gear
settings can be
selected by an operator, for example via gear shift selector 222 (FIG. 4). As
discussed
in more detail below, transaxle 90 may be coupled to first and second rear
half-shafts,
wherein the rear half-shafts transmit power from transaxle 90 to rear ground-
engaging
member 50. Similarly, front differential 98 may be coupled to first and second
front
half-shafts, wherein the front half-shafts transmit power from front
differential 98 to
front ground-engaging member 50. For purposes of this description, transaxle
90 and
front differential 98 may be generically referred to as "drive systems", while
rear half-
shafts and front half-shafts connected thereto may be generically referred to
as "driven
systems".
[0059] Referring now to FIG. 9, a perspective view of a front suspension
assembly 72 is
shown, which includes upper A-arms 80, lower A-arms 78, and front anti-roll
bar
(ARB) 348. In some embodiments, the upper A-arms 80 are movably coupled to the
front upper A-arm support member 330, for example via upper A-arm mount(s)
346. In
some embodiments, the front anti-roll bar 348 is coupled to the lower A-arms
78. In
some embodiments, the front anti-roll bar 348 is rotatably coupled to front
ARB support
member 520, via front ARB hangar(s) 522. In some embodiments, the lower A-arms
78
are coupled to the anti-roll bar 348 via front ARB links 524. In some
embodiments, the
front ARB links 524 include spherical joints 526 at one or both ends thereof,
as shown
in FIG. 9, for example. As also shown in FIG. 9, in some embodiments, the
spherical
joints 526 each have a nominal axis (528, 530) though which a fastener is
inserted. In
some embodiments, the nominal axes 528 and 530 are non-parallel and, in some
embodiments, are perpendicular to one another. In some embodiments, for
example as
shown in FIG. 9, the front ARB links 524 are coupled to a central support 532
which
extends intermediate the forward and rearward arms of the lower A-arm 78.
[0060] With regard to FIG. 9, a front half-shaft assembly 82 includes inner
constant
velocity (CV) joint 600 and outer CV joint 602. In this embodiment, the front
half-shaft
82 delivers power from the front differential 98 (shown in FIGs. 7 and 8) to
the wheel
hub 534 and associated ground-engaging members 50. In particular, inner CV
joint 600
and outer CV joint 602 allow for movement of ground-engaging members 50
relative to
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to
front differential 98 during suspension movement and further allow the front
knuckle
506 to turn for steering the vehicle.
[0061] For various reasons such as, but not limited to, maintenance,
inspection, or
damage, it may be necessary to remove and replace front half-shaft 82 from
front
differential 98. To accommodate easy removal, some embodiments rely on a
plunge pin
assembly described in more detail with respect to FIGS. 11A-20D, below. In
general,
the plunge pin assembly includes a plunge pin accessible to an operator that
allows for
easy actuation of the plunge pin to disengage coupling between the two
components,
such as between the front half-shaft 510 from the front differential 98. In
other
embodiments, plunge pin assembly may be utilized to disengage other coupled
components, such as outer CV joint 602 from wheel hub 534. Generally, the
plunge pin
assembly is utilized to decouple/disengage a driven system from a drive
system.
[0062] In the embodiment shown in FIG. 9, external splines on the outward end
of front
half-shaft 82 interact with internal splines on the wheel hub 534 to thereby
drive the
wheel hub 534. In addition, external splines on the inward end of front half-
shaft 82
interact with internal splines 99 on the front differential 98 (shown in FIG.
8), such that
front half-shaft 82 is driven by front differential 98. In the embodiment
shown in FIG.
9, CV joint 600 is utilized to allow articulation of driven shaft 601 -located
between
inner CV joint 600 and outer CV joint 602 - relative to front differential 98
while
maintaining constant rotational velocity between them. Likewise, front half-
shaft 82 is
coupled to wheel hub 534 via CV joint 602. In some embodiments, a front
knuckle 506
includes an bearing 536; an inner portion 538 of the wheel hub 534 rides on
the bearing
536. In some embodiments, a brake rotor 540 is coupled to the wheel hub 534
inwardly
of the flange portions of wheel hub 534.
[0063] In some embodiments, inner CV joint 600 is affixed to front
differential 98 by a
detent and a plunge pin assembly, discussed in more detail below. In some
embodiments, outer CV joint 602 is affixed to wheel hub 534 by a detent and a
plunge
pin assembly. In some embodiments, the inner (or outer) CV joint 600 is
detached from
the front differential 98 (or wheel hub 534) by axially moving or plunging the
plunge
pin to release the detent assembly, allowing the CV joint (more broadly, the
driven
system) to be removed. It is beneficial to provide an easily accessible
mechanism for
mechanically plunging the plunge pin to allow the joint assembly to be easily
removed,
as described in more detail below with respect to FIGS. 11A to 20D.
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[0064] Referring now to FIGS. 10A-10D, a rear drive/suspension system is shown
which includes transaxle 90, rear half-shaft 550, rear suspension 552, and
wheel 554.
Transaxle 90 is configured to be coupled to rear half-shaft 550, wherein
transaxle
provides mechanical power to rear half-shaft 550 that is communicated to wheel
554. In
this embodiment, transaxle 90 represents a drive system and rear half-shaft
550 and
wheel 554 represents a driven system.
[0065] In some embodiments, rear half-shaft 550 includes inner and outer
constant
velocity (CV) joints 558 and 560, respectively. Boot covers included over CV
joints
558 and 560 have been removed in this view. In the embodiment shown in FIG.
10A,
external splines on the inner end of rear half-shaft 550 ¨ referred to herein
as coupling
shaft 562 - interact with internal splines 556 on the transaxle 90. Similarly,
external
splines located on the outer end of rear half-shaft 550 ¨ referred to herein
as coupling
shaft 566 ¨ interact with internal splines (not shown) on wheel hub 574 to
thereby drive
the wheel hub 574 and wheel 554. In the embodiment shown in FIG. 10A,
transaxle 90
is coupled to rear half-shaft 550 via CV joint 558. Likewise, as shown in the
embodiment of FIG. 10A, rear half-shaft 550 is coupled to wheel hub 574 via CV
joint
560. In some embodiments, a brake rotor 570 is coupled to the wheel hub 574
inwardly
of the flange portions of wheel hub 574.
100661 In some embodiments, inner CV joint 558 is affixed to transaxle 90 by a
detent
and a plunge pin assembly, discussed in more detail below. As shown in FIG.
10B, an
aperture/opening 575 provided on CV joint 558 provides an easily accessible
means for
activating the plunge pin and releasing the detent, allowing the rear half-
shaft 550 to be
de-coupled or disengaged from transaxle 90. One or more of the CV joints 600
and 602
shown in FIG. 9 may include an aperture similar to aperture 575 shown in FIG.
10B. In
some embodiments, outer CV joint 560 is affixed to wheel hub 574 by a detent
and a
plunge pin assembly which, in some embodiments, includes a similar aperture in
CV
joint 560 to that shown in FIG. 10B. In some embodiments, the inner (or outer)
CV
joint 558 is detached from the rear transaxle 90 (or wheel hub 574) by axially
moving or
plunging the plunge pin to release the detent assembly, allowing the CV joint
(more
broadly, the driven system) to be removed.
100671 FIG. 10C is a cross-sectional view of the inner CV joint 558 attached
to the
transaxle 90 taken along line 10-10 shown in FIG. 10B. In order to show the
interior of
the spool, the CV joint shown on the left-hand side of FIG. 10B is not shown
in FIG.
10C. Inner CV joint 558 includes coupling shaft 562 having external splines
that
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12
interact or couple with internal or female splines 556 included in transaxle
90 (as shown
in FIG. 10A). For example, in the embodiment shown in FIGs. 10C and 10D,
internal
spline 556 associated with the CV joint on the left-hand side of FIG. 10B is
shown,
while internal spline 556 associated with right-hand side CV joint 558 is
identified in
FIG. 10C by the change (decrease) in inner radius indicative of the internal
spline 556.
[0068] FIG. 10D is a magnified view of the region within circle 647 as shown
in FIG.
10C. As shown in FIGS. 10C and 10D, coupling shaft 562 is retained axially by
first
retaining device 644, which may take the form of a circlip, a snap ring, a
coil spring, or
a crest wave spring. First retaining device 644 may be implemented using
either an
internal retaining device or an external retaining device, each of which is
described
below. During operation, the first retaining device 644 prevents lateral
(i.e., axial)
movement of coupling shaft 562 due to engagement of the first retaining device
644
with shoulder 649 of internal spline 556. In some embodiments, shoulder 649 is
defined
by a change in cylindrical radius from an outer radius to an inner radius. In
some
embodiments, the change in radius defines a ramp or inclination between the
inner
radius and the outer radius, rather than an abrupt change. When plunge pin 620
is
uncompressed (or engaged) as shown in FIGS. 10C and 10D, transfer pins 646 are
pushed outwardly by retaining portion 652 of the plunge pin 620. In
embodiments in
which first retaining device 644 is an internal retaining device, the natural
or
uncompressed state of the retaining device is expanded to the outer radius to
prevent
axial movement of the coupling shaft 562 relative to the drive system. To
disengage
and remove coupling shaft 562, in addition to compressing plunge pin 620,
axial force is
applied to coupling shaft 562 (more generally, to CV joint 558) such that
shoulder 649
acts to compress the first retaining device 644 radially inward, which is
allowed due to
the movement of transfer pins 646 radially inward as a result of plunge pin
620 being
compressed. In some embodiments, a ramp geometry of shoulder 649 allows axial
force
applied to coupling shaft 562 to cause first retaining device 644 to be
compressed
radially inward. In embodiments in which first retaining device 644 is an
external
retaining device, the natural or uncompressed state of the retaining device is
contracted
to the inner radius (to fit within groove 645 (shown in FIG. 12)). In the
operational
state ¨ in which plunge pin 620 is uncompressed - transfer pins 646 act to
spring first
retaining device 644 outward, which engages the shoulder 649 of internal
splines 556
and prevents axial movement of the coupling shaft 562 (and therefore inner CV
joint
558) relative to the drive system. When plunge pin 620 is compressed, transfer
pins 646
CA 3051317 2019-08-07
13
are biased inward by first retaining device 644 as it returns to a natural or
uncompressed
state, in which first retaining device 644 fits within a groove 645 (shown in
FIG. 12, for
example) until retaining device 644 is no longer restrained axially by
shoulder 649.
This allows coupling shaft 562 to be removed in an axially direction from the
internal
spline 556 of transaxle 90. In the embodiment shown in FIG. 10D, the geometry
of
neck portion 653 defines a recess in plunge pin 620 having a ramp profile that
allows
transfer pins 646 to slide radially inward in response to axial movement of
the plunge
pin 620. The ramp profile of neck portion 653 also allows for plunge pin 620
to be
positioned in the uncompressed or operational state by allowing transfer pins
646 to
slide along the ramp as they move radially outward.
[0069] Referring now to FIGS. 11A-11E, rear half-shaft 550 is illustrated that
includes
inner CV joint 558 and outer CV joint 560. Although reference is made to the
coupling
of rear half-shaft 550 to transaxle 90, the description can also apply to the
coupling of
front half-shaft 82 to front differential 98 as shown in FIG. 8. In both
examples, these
components comprise a driven system which would in turn be connected to a
drive
system (e.g., front differential, rear transaxle, rear differential, etc.).
Inner CV joint 558
connects coupling shaft 562 to driven shaft 564, wherein coupling shaft 562
connects
driven shaft 564 to a drive system such as the transaxle. Outer CV joint 560
couples
driven shaft 564 to coupling shaft 566, which in turn is coupled to a driven
system such
as wheel hub 568. A tool 614 is utilized to actuate a plunge pin assembly that
includes
plunge pin 620, allowing the driven system - including coupling shaft 562 and
inner CV
joint 558 ¨ to be removed from the drive system (e.g., transaxle 90 shown in
FIGs. 10A-
10B).
[0070] FIG. 11D is a cross-sectional view of rear half-shaft 550 taken along
line 11-11
shown in FIG. 11C. In the embodiment shown in FIG. 11D, inner CV joint 558
includes plunge pin 620, race 622, housing 624, ball bearings 626, grooves
628, and
cage 630. Outer CV joint 560 includes grooves 632, ball bearing 634, race 636,
cage
638, and housing 640.
[0071] In some embodiments, coupling shaft 562 may extend from or be
integrally
formed with the housing 624. The coupling shaft 562 includes outer splines
that
engage, for example, a spool in the drive system (not shown). In some
embodiments,
the housing 624 includes six ball tracks or grooves 628 located on an inner
surface of
the housing 624. The grooves 628 allow for the ball bearings 626 to traverse
with
minimal friction and minimal heat generation. The ball bearings 626 are held
between
CA 3051317 2019-08-07
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grooves 628 of housing 624, cage 630 and race 636. In some embodiments, the
cage
630 includes a plurality of windows that are aligned with the six ball tracks
or grooves
628, wherein each window acts to retain each of the six ball bearings 626. In
addition,
the race 636 retains the ball bearings 626 in place by aligning the legs of
the race 636
with the web between the windows of cage 630. As a result, the joint allows
for large
angular changes between coupling shaft 562 and driven shaft 564, while
maintaining a
constant velocity. Similar components are utilized in the outer CV joint 560,
including a
housing 640 having grooves 632, ball bearings 634, cage 638 and race 636. Once
again,
these components allow for large angular changes between driven shaft 564 and
the
coupling shaft 566, while maintaining a constant velocity between the driven
shaft 564
and coupling shaft 566.
100721 In the embodiment shown in FIG. 11D, inner CV joint 558 includes a
plunge pin
620 that is utilized to disengage coupling shaft 562 from the drive system. In
some
embodiments, actuation pin 642 (or separate tool) is utilized to actuate
plunge pin 620
to allow coupling shaft 562 to disengage from the drive system. In the
embodiment
shown in FIG. 11D, tool 614 is utilized during the disengagement process to
rotate
actuation pin 642, thereby actuating plunge pin 620 and allowing for
disengagement of
the coupling shaft 562 from the drive system.
100731 Referring to FIG. 11E, the cross-section of inner CV joint 558
illustrates ball
spline 611 utilized to couple shaft 609 to driven shaft 564. Ball spline 611
permits axial
movement (axle plunge) of the inner CV joint 558 with respect to driven shaft
564.
[0074] Referring to FIG. 12, an exploded view of some of the components
included in
the inner CV joint 558 is shown, including housing 624, plunge pin 620, and
coupling
shaft 562. In the embodiment shown in FIG. 12, coupling shaft 562 includes an
outer
splined surface that is mechanically coupled to an inner splined surface of
the drive
system (not shown). Engagement of the coupling shaft 562 to the drive system
is
maintained by detent assembly that includes first retaining device 644, groove
645, and
one or more transfer pins 646. Plunge pin 620, bias spring 648 and second
retaining
device 650 are received within coupling shaft 562. Plunge pin 620 includes a
retaining
portion 652, a narrower neck portion 653, a body 655, and a contact head 654.
Retaining portion 652 has an outer radius greater than neck portion 653. In
some
embodiments, the retaining portion 652 ramps from the outer radius to the
inner radius
of the neck portion 653. The ramp between the retaining portion 652 and
narrower neck
portion 653 allows transfer pins 646 to move radially inward and outward in
response to
CA 3051317 2019-08-07
15
plunge pin 620 moving axially in and out. Actuation pin 652 is received within
aperture
575 and includes recessed portion 643. In some embodiments, actuation pin 652
is
generally cylindrical, with recessed portion 643 having a geometry selected to
interface
with contact head 654 of plunge pin 620, as shown in FIG. 13D.
[0075] In some embodiments, the biasing member 648 may take the form of a wave
spring or coil spring. Likewise, the first retaining device 644 may take the
form of a
circlip, a snap ring, a coil spring, or a crest wave spring and the second
retaining device
650 may take the form of a retaining ring. By way of example, the circlip,
snap ring,
coil spring, or crest wave spring includes a semi-flexible metal ring with
open ends
which can be snapped into place into groove 645 formed in the coupling shaft
562 for
first retaining device 644 or similarly within a groove formed within housing
for second
retaining device 650. As discussed above with respect to FIGS. 10C and 10D,
first
retaining device 644 may be either an internal retaining device or an external
retaining
device. In both embodiments, the first retaining device 644 prevents lateral
(i.e., axial)
movement of coupling shaft 562 due to engagement of the first retaining device
644
with the shoulder 649 of internal splined surface 556 (shown in FIG. 10C and
10D) of
the drive system. When plunge pin 620 is uncompressed (or engaged), transfer
pins 646
are pushed outwardly by the retaining portion 652 which, in some embodiments,
is
located at the first end 652 of plunge pin 620. When plunge pin 620 is
compressed,
transfer pins 646 are biased radially inward by first retaining device 644
into the recess
defined by neck portion 653 of plunge pin 620, allowing first retaining device
644 to
move radially inward (either as a result of returning to a natural state or as
the result of
axial force applied to coupling shaft 562 and more generally to CV joint 558)
into
groove 645. As a result, coupling shaft 562 can be disengaged from the drive
system.
As described in more detail below, plunge pin 620 is actuated in an axial
direction to
facilitate installation or removal of coupling shaft 562 via the actuation pin
642 and the
tool 614 utilized to rotate actuation pin 642. In some embodiments, tool 614
may be
implemented as an L-wrench or hex key wrench. An aperture or opening 575 in
housing 624 is configured to receive actuation pin 642 and to make one end
(referred to
herein as the proximate end) of actuation pin 642 accessible to tool 614. For
example,
the proximate end of actuation pin 642 may include a hexagonal geometry
configured to
interact with the hex key wrench to allow the Allen wrench to exert a
rotational force on
the actuation pin 642. As shown in FIG. 12, actuation pin 642 extends in a
direction
non-parallel to the direction plunge pin 620 is biased or actuated to
engage/disengage
CA 3051317 2019-08-07
16
the coupling shaft 562 from the drive system. In some embodiments, actuation
pin 642
extends in a direction transverse or perpendicular to the direction in which
plunge pin
620is biased or actuated to engage/disengage the coupling shaft 562 from the
drive
system.
[0076] FIGS. 13A and 13B illustrate a top view of the inner CV joint 558 and a
side
view of the CV joint 558, respectively. FIG. 13C illustrates an end view of CV
joint
558 and FIG. 13D illustrates a cross-sectional view taken along line 13-13
shown in
FIG. 13C in which the plunge pin 620 is uncompressed and the detent assembly
that
includes transfer pins 646 and first retaining device 644 is in the engaged
position ¨
maintaining engagement between coupling shaft 562 and the drive system for
normal
operation. Plunge pin 652 is received within coupler shaft 562. First end 652
includes a
retaining and a necked down portion. Bias spring 648 acts to bias plunge pin
620
axially in a direction toward actuation pin 642. In the embodiment shown in
FIG. 13D,
actuation pin 642 includes a recessed portion 643 (shown in FIG. 12) that is
configured
to receive the contact head 654 associated with plunge pin 620. When the
contact head
654 is located within the recessed portion 643 of actuation pin 642, the
retaining portion
652of plunge pin 620 remains in contact with transfer pins 646, which in turn
remain in
contact with first retaining device 644. In this position, first retaining
device 644
extends at least partially radially outward of the shoulder portion 649 of the
external
splines associated with coupling shaft 562, thereby maintaining engagement of
coupling
shaft 562 with the drive system to which it is coupled and allowing for normal
operation. It should be noted, during normal operation, tool 614 is removed
from the
system, only being utilized to engage or disengage CV joint 558 from the drive
system.
[0077] FIGS. 14A-14D illustrate disengagement of coupling shaft 562 via
actuation
(i.e., compression) of plunge pin 620 by rotation of actuation pin 642. To
disengage
coupling shaft 562 from the drive system, actuation pin 642 is rotated (e.g.,
by tool 614,
utilized only during this operation) such that the recessed portion 643 of
actuation pin
642 is rotated away from contact head 654 of plunge pin 620. The larger
diameter
portion of actuation pin 642 engages contact head 654, and causes plunge pin
620 to be
biased in an axial direction. The actuation of plunge pin 620 compresses bias
spring
648 and causes transfer pins 646 to fall within the recess defined by neck
portion 653
of plunge pin 620. As the transfer pins 646 move radially inward, first
retaining device
644 is allowed to move radially inward into groove 645. In this way, the
detent
mechanism is moved and allows the disengagement of coupling shaft 562 from the
CA 3051317 2019-08-07
17
drive system by sliding coupling shaft 562 (and associated components) in an
axial
direction away from the drive system. In some embodiments, the recessed
portion 643
included on actuation pin 642 requires actuation pin 642 to be rotated
approximately 90
degrees.
[0078] Referring now to FIGS. 15, 16A-16C and 17A-17C, CV joint assembly 558'
utilizes the same or similar components to those described with respect to
FIGS. 12,
13A-13D and 14A-14D and the same reference numerals are utilized for the same
or
similar components. In some embodiments, rather than actuation of the detent
assembly
via rotation of the actuation pin 642 using a tool 614, the detent assembly is
actuated via
linear force applied to actuation pin 660. In this embodiment, actuation pin
660 once
again includes a recessed portion 663 configured to engage with the contact
head 654 of
plunge pin 620. Bias spring 662 is seated within the chamber that retains
actuation pin
660 and acts to bias the actuation pin 660 to maintain the contact head 654 of
plunge pin
620 in contact with the recessed portion 663 of actuation pin 660. In this
embodiment,
actuation pin 660 extends in a direction non-parallel to the direction plunge
pin 620 is
biased or actuated to engage/disengage the coupling shaft 562 from the drive
system. In
some embodiments, actuation pin 660 extends in a direction transverse or
perpendicular
to the direction in which plunge pin 620 is biased or actuated to
engage/disengage the
coupling shaft 562 from the drive system.
[0079] FIGS. 16A-16C illustrates the CV joint 558' in an engaged or
"uncompressed"
state for operation. In this state, plunge pin 620 and bias spring 648 are
uncompressed
and the detent assembly that includes transfer pins 646 and first retaining
device 644 is
in the engaged position ¨ maintaining engagement between coupling shaft 562
and the
drive system. In the embodiment shown in FIG. 16C, actuation pin 660 includes
a
recessed portion 663 that is configured to receive the contact head 654
associated with
plunge pin 620. When the contact head 654 is located within the recessed
portion 663
of actuation pin 660, the retaining portion 652 of plunge pin 620 remains in
contact with
transfer pins 646, which in turn remain in contact with first retaining device
644. In this
position, first retaining device 644 extends at least partially radially
outward of external
splines associated with coupling shaft 562, thereby maintaining engagement of
coupling
shaft 562 with the drive system to which it is coupled. In this state, bias
spring 662 is
uncompressed. Actuation pin 660 may be retained within the housing 624 by a
cap (not
shown) placed over the aperture 575 in housing 624 configured to receive
actuation pin
660. In other embodiments, a retaining ring or similar mechanism is utilized
to ensure
CA 3051317 2019-08-07
18
that actuation pin 642 remains in contact with plunge pin 620. In still other
embodiments, the lack of force applied by bias spring 662 combined with the
capture of
contact head within the recessed portion 663 of actuation pin 660 maintains
actuation
pin 660 within housing 624.
[0080] FIGS. 17A-17C illustrate disengagement of coupling shaft 562 via
actuation
(i.e., compression) of plunge pin 620 by applying a linear force to actuation
pin 660,
thereby compressing bias spring 662 and displacing the recessed portion 663 of
actuation pin 660 from contact with plunge pin 620. As non-recessed portions
of
actuation pin 660 contact plunge pin 620, the plunge pin 620 is actuated
axially and bias
spring 648 is compressed, which results in transfer pins 646 moving into the
recess
defined by neck portion 653 of plunge pin 620. As the pins 646 move radially
inward,
first retaining device 644 either returns to a natural (uncompressed state)
within groove
645 (e.g., external retaining ring) or is compressed into groove 645 via
application of
axial force to coupling shaft 562 (e.g., internal retaining ring). In this
way, the detent
mechanism is moved and allows the disengagement of coupling shaft 562 from the
drive system by sliding coupling shaft 562 (and associated components) in an
axial
direction away from the drive system. In some embodiments, actuation pin 660
must
maintain bias spring 662 in a compressed state to disengage the coupling shaft
562 from
the drive system. In some embodiments, actuation pin 660 can be actuated
radially
inward (as described here) only. In other embodiments, actuation pin 660 can
be
actuated radially inward and then rotated to capture the actuation pin 660 in
a
compressed state to allow disengagement of coupling shaft 562 without having
to
maintain force on actuation pin 660 in a radially inward direction during
disengagement.
In other embodiments, actuation pin can be actuated radially inward and then
rotated
such that the recessed portion 663 in actuation pin 660 is no longer aligned
with the
contact head 654 of plunge pin 620, such that even if actuation pin 660 is
allowed to
return to an uncompressed state the plunge pin 620 remains in a compressed
state to
allow for disengagement of the coupling shaft 562.
[0081] Referring now to FIGS. 18, 19A-19C and 20A-20C, CV joint assembly 558"
utilizes the same or similar components to those described with respect to
FIGS. 11,
12A-12D, 14A-14D, 15, 16A-16C and 17A-17A and the same reference numerals are
utilized for the same or similar components. In some embodiments, rather than
actuation of the detent assembly via an actuation pin permanently housed
within the
housing 624, a tool 670 is utilized in place of the actuation pin when
necessary to
CA 3051317 2019-08-07
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disengage or remove the driven system from the drive system. For example, in
the
embodiment shown in FIG. 18, tool 670 is only inserted within housing 624 when
it is
required to remove or install coupling shaft 562 from the drive system.
Otherwise, a
cap or insert (not shown) may be utilized to cover the aperture 575 in housing
624 to
prevent foreign debris or particles from entering the interior of housing 624.
In this
embodiment, tool 670 has a diameter that allows it to be placed within the
aperture 575
in housing 624 and may have a tip geometry that allows the tool 670 to engage
with the
contact head 654 of plunge pin 620. However, because tool 670 is not
maintained
within housing 624 during normal operation, tool 670 does not require a
recessed
portion for receiving the contact head of plunge pin 620. In some embodiments,
the
interior of housing 624 may include a guide that simplifies insertion of the
tool 670 to
make and maintain contact between tool 670 and the contact head of plunge pin
620. In
some embodiments, tool 670 is inserted in a direction non-parallel to the
direction
plunge pin 620 is biased or actuated to engage/disengage the coupling shaft
562 from
the drive system. In some embodiments, tool 670 is inserted in a direction
transverse or
perpendicular to the direction in which plunge pin 620 is biased or actuated
to
engage/disengage the coupling shaft 562 from the drive system.
[0082] FIGS. 19A-19D illustrates the CV joint assembly 558" in an engaged or
"uncompressed" state for operation. In this state, plunge pin 620 and bias
spring 648
are uncompressed and the detent assembly that includes transfer pints 646 and
first
retaining device 644 is in the engaged position ¨ maintaining engagement
between
coupling shaft 562 and the drive system. In contrast with previous
embodiments, no
actuation pin is present during normal operation in which plunge pin 620 and
bias
spring 648 are uncompressed. In some embodiments, plunge pin 620 is retained
within
housing by second retainer device 650. In this position, first retainer device
644 extends
at least partially radially outward of external splines provided on coupling
shaft 562 to
engage with the internal splines 556 associated with the drive system, thereby
maintaining engagement of coupling shaft 562 with the drive system to which it
is
coupled. In this state, bias spring 662 is uncompressed. During operation tool
670 may
be removed entirely from housing 624 as shown in FIGS. 19A-19D and a cap or
insert
may be placed in aperture or opening 575 to prevent debris or foreign
particles from
entering the cavity of housing 624.
[0083] FIGS. 20A-20D illustrate disengagement of coupling shaft 562 via
actuation
(i.e., compression) of plunge pin 620 by inserting tool 670 through an
aperture on
CA 3051317 2019-08-07
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housing 624, wherein tool 670 comes into contact with the contact head 654 of
plunge
pin 620, actuating plunge pin 620 such that bias spring 648 is compressed,
which results
in transfer pins 646 being moved radially inward into the recess defined by
neck portion
653 of plunge pin 620. As the pins 646 move radially inward, first retaining
device 644
is allowed to move radially inward into groove 645. In this way, the detent
mechanism
is moved and allows the disengagement of coupling shaft 562 from the drive
system by
sliding coupling shaft 562 (and associated components) in an axial direction
away from
the drive system. To reinstall coupling shaft 562, tool 670 maintains plunge
pin 620
and bias spring 648 in a compressed state.
[0084] Referring now to FIGs. 21A-24, an embodiment is illustrated in which
actuation
pin 670' actuates plunge pin 620' by rotating the plunge pin. FIG. 21A-21B are
end
views of the CV joint 558" in an operational state and a non-operational state
according
to some embodiments. In particular, FIG. 21A illustrates CV joint 558" in an
operational state in which CV joint 558" is coupled to the drive system. Fig.
21B
illustrates CV joint 5581" in a non-operational or disengaged state in which
CV joint
558" is disengaged or decoupled from the drive system.
[0085] In the embodiment shown in FIGS. 21A-21B, to disengage or decouple CV
joint
558" from the drive system actuation tool 670' is inserted through housing 624
and
placed into contact with the contact head portion of the plunge pin 620'. In
this
embodiment, actuation tool 670' is offset slightly from the centerline of
plunge pin 620',
such that actuation tool 670' contacts plunge pin 620' toward the outer radius
of the
contact head, which includes a raised portion 700 that is contacted by
actuation tool
670'. In this embodiment, actuation tool 670' is actuated in a direction that
is non-
parallel with the centerline of plunge pin 620'. As actuation tool 670' is
actuated in a
radial inward direction, actuation tool 670' contacts raised portion 700 and
causes
plunge pin 620' to rotate about its centerline, as shown in FIG. 21B. As
described in
more detail with respect to FIGs. 23 and 24, rotation of plunge pin 620'
results in
disengagement of CV joint 558" from the drive system.
[0086] Referring now to FIGs. 22-24, the operation of FIG. 22 is a perspective
view of
a plunge pin according to some embodiments. In the embodiment shown in FIG.
22,
plunge pin includes first end 652' and second end 654' includes a contact head
portion
having a flange and a raised portion 700 for interacting with actuation tool
670'. First
end 652' includes a maximum radius portion 702 and a minimum radius portion
704.
FIG. 24 is a cross-sectional view of the first end 652' of plunge pin 620'
taken along line
CA 3051317 2019-08-07
21
23-23. As shown in FIG. 24, the first end includes a maximum radius portion
702 and a
minimum radius portion 704. When plunge pin 620' is in the operational or
engaged
state, transfer pins 646 (shown in FIG. 24) maintain contact with the maximum
radius
portion 702 of plunge pin 620'. When plunge pin 620' is in the non-operational
state ¨
wherein it has been rotated via actuation of actuation tool 670' - transfer
pins are aligned
with the minimum radius portion 704 of plunge pin 620' and therefore move
radially
inward, allowing the CV joint 558" to be disengaged from the drive system.
[0087] While the invention has been described with reference to an exemplary
embodiment(s), it will be understood by those skilled in the art that various
changes
may be made and equivalents may be substituted for elements thereof without
departing
from the scope of the invention. In addition, many modifications may be made
to adapt
a particular situation or material to the teachings of the invention without
departing from
the essential scope thereof. Therefore, it is intended that the invention not
be limited to
the particular embodiment(s) disclosed, but that the invention will include
all
embodiments falling within the scope of the appended claims.
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