There is no absolute opinion about the history of the creation of SHRUS. The essence of one of the most common is that in 1927 this device was invented and patented by Alfred Rzepp. Therefore, the mechanism itself among professional amateurs is still called the “Rceppa” hinge. Already towards the end of the 60s, front-wheel drive cars became of particular interest to developers almost immediately of all significant automobile concerns. Interest was aroused by the layout of their body, repeatedly allowing to offer the driver and the passengers themselves a maximum of space in the vehicle.
So, in order to provide drive to the front steered wheels, without depriving them of the ability to turn, experts came up with such a complex mechanism as a CV joint. The abbreviation stands for "constant velocity joint". The detail is interesting, the term is unusual. The device itself provides for the solution of the following problem - the transfer of uniform rotational motion from one semi-axis to another, if they are located at an angle to each other. The most important thing is that the location of the semiaxes is at a certain angle. Its value usually undergoes constant changes, not exceeding 70 degrees.
The designs of the hinge of equal angular velocities are different, there are several of them at once. At the moment, there are several modifications of the SHRUS. So, a ball-type CV joint is the most common. It appeared for the first time in the twenties of the last century. Popular is the cam CV joint, developed by the French inventor Gregoire. He patented his invention in the early twenties under the name "Tract". The next type of CV joint is a twin cardan. The scope of its application is cars made in the USA, also of the twenties. We are talking about Cord L29. In particular, they were used for the transmission of French Panard-Levassor cars in the 50s and 60s. At the moment, it is also used in the schemes of various vehicles that do not develop a sufficiently high speed, for example, tractors.
1. Appointment of CV joint
SHRUS has its purpose. Its main task is to transmit uniform rotation at an angle. So, the constant velocity joint is used for independent suspension, which is on the front steered wheels. True, the following condition must be observed here - the wheels must be driving.
Since the CV joint is an integral part, it means that in addition to rotation, it is able to provide a rotation angle within 70 degrees, allowing it to be used in the design of the drive axle.
Internal and external CV joint
Let's try to figure out what the internal and external CV joints are in the transmission of front-wheel drive cars. We will talk not only about the design features, but also about the mechanism for transmitting rotational motion from the gearbox or gearbox shaft to the drive wheels, requiring at least two hinges on the way. The fact is that having one CV joint for each wheel is not enough, you need a pair of them.
Therefore, we recall once again that the design itself is necessary to ensure the freedom of movement of the shaft. The inner CV joint is installed inside the gearbox housing, while the outer one is at the wheel itself. Both CV joints are necessary for the successful movement of the car. However, there is a certain difference between them, which depends on the model of the car.
Let's try to figure out what is the difference between them. Firstly, the internal one is larger in size, which is why it costs more. Its main purpose is to transfer rotation from the transmission to the shaft. The outer CV joint must rotate the wheel hub, since it has landing splines. The lack of a sufficient amount of free space repeatedly forces specialists to make it much smaller in size.
2. The device and principle of operation of the SHRUS
As for the standard set of hinge components, it is as follows. There are only four parts, so the mechanism itself is simple.
- a body similar to a spherical bowl and a driven shaft;
Inner race as spherical fist and drive shaft;
The separator is like a ring in which there are special holes. It is necessary to hold the balls;
Yes, and the balls themselves - six pieces.
Despite the fact that there is a complete variety of design solutions for CV joints, their principle of operation remains unchanged. Namely, the points of contact that transmit circumferential forces. They must necessarily be in the bisector cavity, which passes through the bisector of the angle, which is formed by the shafts.
Let's try to figure out how the SHRUS works. However, in order to understand this principle of operation, it is necessary to understand what components it consists of and how it works.
The SHRUS process includes the following steps:
1. There are spherical grooves on the inner clip and in the body. Their number coincides with the number of balls;
2. It is quite possible to hold the balls with a separator, which is located in the fist-body vector space. Then they move along the outer diameter of the housing grooves. As for the inner diameter, here the balls move along the grooves of the fist;
3. By rotating the drive shaft, it is possible to transfer force to the cage through the fist and balls that are in the grooves. Further, this power is transmitted to the driven shaft;
4. As a result of changing the angle between the driven and driving shafts, the balls move very freely along the grooves, thus continuing to transmit force.
3. Advantages and disadvantages of SHRUS
The CV joint is light, relatively reliable, and can be easily replaced in the event of a breakdown. Its advantage lies in the fact that, in comparison with other similar mechanisms, only a slight loss of power is possible due to the help of the hinge.
The disadvantage of the CV joint is the presence of an anther in the design. It is necessary to keep the device clean while acting as a container for lubricant. This is his protective function.
The CV joint is just located in a place where its contact with other foreign objects is impossible. The anther may also be torn. This can happen while driving, for example, when driving over an obstacle, or in a rut that is too deep. Only the owner of the car can find out about this. He usually understands this when the dirt is already inside the anther, having got there through a crack. Thus, intensive wear can be provoked. In the event that the owner of the car is sure that this happened quite recently, the CV joint can simply be removed by washing it thoroughly. When replacing the boot, it must be filled with new grease. In the event that the trouble did not occur recently, the CV joint must necessarily fail ahead of time.
The advent of front-wheel drive cars has fundamentally changed the idea of the layout possibilities and the use of space in the car body. If in the classic rear-wheel drive layout, a significant part of the space inside the cabin was occupied by transmission mechanisms and a longitudinally located engine, then in a front-wheel drive car, the engine was located across the body, occupied many times less space, and in combination with the gearbox, it was a single monolithic compact unit, easily located under the hood .
In the photo SHRUS - a joint of equal angular velocities
Front wheel drive issues
Everything would be fine, but how to transfer rotation to the front wheels in such a way as to provide a significant degree of freedom for the drive wheel? It was not only automotive engineers who thought about this question. What is a CV joint, they learned back in the 20s of the last century, when the joint of equal angular velocities, abbreviated CV joint, was patented by the French Gregoire. Its design was slightly different from the modern one, but the essence was the same - to transmit torque at a changing angle.
It replaced the bulky and archaic universal joint system used in the States on Cord cars and on French Panhar & Levassor produced in the 50s. When manufacturers were convinced of the reliability of the ball joint, it became possible to establish a serial full-scale production of front-wheel drive cars. Thanks to the CV joint, even on machines with rear-wheel drive, it was possible to use a split rear axle design and provide a fully independent suspension of the right and left wheels.
Video on how the SHRUS works
Design features of the CV joint
The mechanism is really similar to the RGD-33 hand grenade, which is why it is so affectionately called by motorists, and not only Russian speakers, but this is the subject of a separate philological study. We are also interested in what a CV joint is, and what place it occupies in the transmission of a car. To put in order what we have learned, here is a little summary:
- A constant velocity joint (CV joint) is used in front-wheel drive vehicles to transmit torque to the steered wheels.
- The CV joint is capable of transmitting rotation and providing a wheel turning angle of up to 73⁰ without loss of torque and regardless of the speed and direction of rotation.
- The CV joint has a reliable and almost eternal design, the durability of which depends on the quality of service and the quality of materials.
Despite all its features, the CV joint has not completely replaced the driveline. Its use is not economically justified if the angle of rotation transmission is insignificant and the revolutions are low. Then, to reduce the cost of construction, cardan joints are used. They can be found on tractors and agricultural machinery. But on the driving wheels in the car, only the classic ball joint is used.
External and internal CV joint
The vast majority of front-wheel drive vehicles use two types of hinges - external and internal. The outer joint is mounted at the hub of the drive wheel, and its most difficult task is to ensure that the wheel turns when torque is transmitted to it. Structurally, it consists of three main parts:
- corps;
- separator;
- inner rim.
The inner cage has grooves in which the balls are located, through which the rotation is transmitted. The internal CV joint performs a simpler task - it simply transfers rotation from the gearbox to the drive shaft. But to ensure its freedom of movement in the transverse plane, the inner joint has slots in which the shaft can move freely. This is done so that during suspension operation, the working length of the drive shaft can change, compensating for wheel movement during suspension operation and engine vibration. Both hinges are interconnected, but the outer CV joint is the most vulnerable, since it is subjected to disproportionately greater loads than the inner one.
Causes of drive failures
All parts of the CV joint are made of very high quality steel, which can provide it with a long service life with high-quality lubrication. In such conditions, in which the hinge has to work, it is impossible to provide an oil bath for it, therefore it is necessary to use greases.
To hold the lubricant on the surface of the mechanism, a rubber boot is used, which is fixed on both sides of the drive with clamps, and ideally should ensure the tightness of the entire assembly. The boot is the Achilles' heel of the entire CV joint. Rubber frays, and dust and dirt get into the lubricant. Naturally, this leads to increased wear of the hinge. A characteristic crunch when the wheels are turned out may indicate an impending replacement of the hinge.
SHRUS is popularly called "Grenade"
However, not only the anther can cause drive failure:
- Poor quality parts.
- Unnecessarily aggressive driving style.
- Lack or poor quality of lubrication.
In case of failure, the part cannot be repaired. The only thing that can extend the life of the drive is the replacement of the anther, but subject to the timely detection of a breakthrough or leakage of lubricant. The CV joint is not a cheap part, so you should be more careful about its problem nodes, and in particular, the anther. With careful care, the hinge can serve throughout the entire life of the car.
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For a stable transmission of engine torque from the gearbox to the drive wheels on front-wheel drive vehicles, a design is used that consists of half shafts and constant velocity joints (CV joints).
The principle of operation of the CV joints ensures low friction losses, and also compensates for the travel of the front suspension and the turning movements of the front wheels up to 70 degrees. The necessary degree of freedom is provided by the bending angles and axial movement of the assembly.
During operation, the CV joint experiences constant high-intensity loads, therefore, high-strength materials are used for its manufacture, which in theory guarantees a resource in duration comparable to the full life of the car.
Types of CV joints
The most common constant velocity joints in the automotive industry are the following types:
- ball;
- tripoid.
There are also other designs of CV joints, mainly for highly specialized purposes: cam-disk, twin, four-ball type "Weiss".
Ball joint device
The ball joint of equal angular velocities consists of the following parts:
- bowl-shaped body with outer race and shaft,
- separator (flat ring with special holes),
- spherical inner race (fist),
- six metal balls,
- retaining ring.
Dividing grooves are applied on the surfaces of the body and the inner cage. Their number is equal to the number of balls. Inner ball joints have straight grooves, which allows the parts to move along the axis to compensate for engine and suspension vibrations. External CV joints are manufactured with radius grooves to increase the possible angle of rotation of the drive when maneuvering the vehicle.
The balls are held by the separator in the required position between the body and the fist. The moment of rotation from the differential is directed through the inner race to ball bearings, which transmit force to the outer race and the driven shaft of the hinge, causing the wheels to spin.
When changing the angle of the mutual arrangement of the shafts (turning the steering wheel), the balls move along the guide grooves, which ensures a continuous distribution of force for the movement of the front wheels.
You can get a visual representation of the design of the hinge from the following video:
Tripoid hinge device
Attention! There are universal and rigid versions of the tripoid CV joint.
A shaft with a pressed three-finger bearing is inserted into the body of the universal joint. on a support three rollers are fixed with the help of needle bearings with a spherical surface. The rollers move along the axis along the grooves on the inner surface of the body. Design features limit the use of this option only as an internal grenade.
A rigid tripoid consists of a body in which a three-finger support with rollers is fixed. A fork with three special grooves is attached to the support, in which the rollers move. This type of tripod is designed to be mounted on the side of the wheel.
The use of CV joints in the front drive
The design of the chassis of any front-wheel drive vehicle includes four CV joints: two on each axle shaft (as in the photo below). The outer grenades are connected to the wheel hub, while the inner grenades are inserted into the differential.
As a result, the system "internal CV joint - drive shaft - external CV joint" has a compact size and ensures normal constant rotation of the drive wheels, regardless of the vibrations of the power unit, deviations of the axle shafts, suspension movements, camber and toe-in.
Important! The layout features of the engine compartment of modern cars have led to the need to use left and right drive shafts of different designs. Accordingly, for many models, the left and right CV joints are not interchangeable.
Why is the CV joint crunching
All components of the hinge are manufactured to minimum tolerances, and in the assembled hinge there is no play between parts.
Over time, when the balls move along the pitch grooves of the body and the inner fist, a wear is formed, due to which gaps appear between the parts. The free movement of the balls along the enlarged grooves causes characteristic crackling sounds that signal the imminent failure of the grenade.
Also, a crunch can occur when foreign particles get between the balls and the surface of the clips or when the lubricant is washed out of the assembly.
To prevent the ingress of dirt, dust and water, the grenade is hermetically protected by a boot made of rubber or polymeric materials. The corrugated shape of the protective cover ensures the safety of the anther during bending and stretching.
The photo below shows the left outer CV joint METELLI for Peugeot Beeper with boot and a set of retaining rings:
To ensure the operational life of the hinge, its internal space must be filled special lubricant. The type of lubricant used depends on the design of the part.
Reminder! For long-term trouble-free operation of the CV joint, it is recommended to avoid heavy loads on the drive in the extreme positions of the steering wheel, as well as monitor the condition of the protective anthers.
Glad to see you on the pages of the site, dear reader! I continue a series of publications in which I will talk about the structure of a modern car. Previously, you must have read the articles: and. Today we will talk about an integral part of any front-wheel drive car, I will tell you in detail what a CV joint is.
Just a few decades ago, most motorists did not know about the presence of this node. And this is easy to explain, since almost all cars were rear-wheel drive and the torque from the gearbox to the drive wheels was always transmitted at the same angle, since the rear wheels on most vehicles were not steerable. And many of you remember an integral part of a rear-wheel drive car - a continuous bridge.
But the time of rear-wheel drive cars, at least in the mass segment, has long and irrevocably passed, and front-wheel drive cars, due to their number of advantages, “captured” the market.
In front-wheel drive cars, the front wheels are both driving and steering, and in this state of affairs, the torque from the engine to the drive wheels is transmitted at constantly changing angles.
To ensure kinematically correct transmission of torque, a CV joint was introduced into the design.
This unit was developed and patented a long time ago - in the mid-20s of the last century, but became widespread only in the late 50s with the advent of the first front-wheel drive cars. 
Constant velocity joints (CV joints) are used in the automotive industry to drive steered drive wheels with independent front suspension. Their purpose is to ensure uniform rotation of the wheels at steering angles up to 60 degrees.
Many "professional" motorists call SHRUS a grenade, I personally am not a supporter of such jargon, since when describing components and assemblies, technical terms should be used, not garage slang.
Varieties of hinges, their device and principle of operation
cam
It has two forks 2 and 6 mounted on shafts 1 and 7 or forged with them as one piece; two semi-cylindrical cams 3 and 5 covered by forks; disk 4 included in the cylindrical grooves of the cams. These hinges necessarily work in pairs (internal and external), since one creates uneven rotation, and the second eliminates it, that is, the hinge itself is not directly a CV joint, since it ensures the rotation of the shafts with equal angular velocity only in pairs. The disadvantages include low efficiency and a tendency to overheat, which excludes the use on modern passenger vehicles. 
ball joints
General device: 
- bowl-shaped body, which is an outer race, together with a shaft
- separator (a ring with holes located at an equal distance from each other, in which the balls are held)
- inner race
- metal balls
- retaining (fixing) ring
By the way, I forgot to point out that this type of hinge is widely used on cars at the present time.
Tripod CV joints
This hinge consists of a body (glass) with a splined shaft pressed into it. Although this is the largest part of the tripoid, it is not the most basic. The main one is a three-beam fork, rollers are mounted on the fork beams, which rotate on needle bearings. The fork is pressed onto the splines of the shaft coming from the gearbox.
There are grooves on the inside of the body, it is they that provide the angle of rotation of the CV joint.
Due to the design features, this type of hinge is used only as an internal one. 
Main malfunctions
After we have considered the possible designs of joints with equal angular velocities, we can summarize that in modern passenger cars only joints, ball and tripoid, are used.
In general, structurally, CV joints are very reliable and should easily nurse 100,000, or even all 200,000 km. But in practice, there is an earlier exit of the node and system, as, for example, I had on the previous car, the inner right CV joint died at 75 thousand (more at the end of the article).
As a theoretically prepared person (I studied for 5 and a half years as an engineer with a degree in automotive engineering and worked in this topic for several years), as well as on my car, I encountered a breakdown of the hinge, I can name the main causes of breakdowns.
All loaded elements of the hinges are made of high-strength materials, the parts are manufactured with high precision and the new hinge has no backlash and gaps. Over time, rubbing parts (rollers, balls, body, separator) wear out and gaps appear.
It is the gaps that have appeared that are the cause of two main malfunctions of the CV joints:
- Crunch
- Vibration when accelerating the car
Digging even deeper, what can lead to premature gaps?
The hinge must be hermetically protected from road dust and dirt; this function is performed by an anther, which is made of rubber and is put on the CV joint from the outside.
During operation, cracks form on the anther, and even gusts, respectively, its tightness is lost, and the dust entering the hinge acts as an abrasive and quickly gets to the rubbing elements, accelerates their production and increases the gaps. 
The most interesting thing is that only constant visual monitoring of the condition of the anthers can prevent such a ridiculous “death” of the CV joint (at least once every 5-7 thousand kilometers). How many of you do this? I didn't, and I paid the price.
I want to give advice to those who discovered the anther breakthrough in time and are planning to replace it. The boot must cover the CV joint 100% and be airtight. Original products are very expensive and there is a temptation to remove the boot and choose the most suitable analogue. Do not do this, do not repeat my mistakes, the saved 1000 rubles may later turn into the purchase of a new CV joint, which can cost from 5 to 15 thousand rubles.
Also pay attention to lubrication, tripoid type bearings are especially picky about it, since there are needle bearings there. Therefore, lubricants that have solid lubricant additives and also contain molybdenum disulfide are unacceptable for laying in the internal CV joint, but for external lubricant with molybdenum disulfide it is acceptable and even more recommended. As you understand, another reason for the premature "death" of the CV joint is improper lubrication.
A crunch is also a sure sign of a CV joint failure, at first it appears only on inverted wheels, then it makes itself felt at small angles and even on straight wheels. The cause of the crunch may be the ingress of dirt due to the rupture of the anther, and in some cases the cause may be an unsuccessful collision with a curb or getting into a hole at a decent speed.
My life story
It was like this: during intensive acceleration, vibration began to appear, after the first diagnostic operations, the outboard bearing of the right axle shaft was sentenced (the left axle shaft is shorter and there is no bearing on it). Changed, the vibration became less, but did not disappear.
With further operation, the vibration began to intensify, then I just discovered a torn anther on the left inner CV joint. At first I wanted to get off with little blood, that is, to replace the grease and boot. This slightly extended the life of the CV joint, but naturally did not save it from vibrations. At that time, the original hinge cost 7,000, the toad naturally took its toll, and as a result, a pilenga CV joint was bought, which came up.
When we dismantled the drive, we were very surprised that the hinge did not fit, or rather, the number of slots did not fit. The CV joint was successfully washed and given to the store, and I began to drive further in frustrated feelings. 
So I drove for 7-8 thousand km., Until the vibration became wild and accelerating over 90 km / h, it was generally scary. Now the need for replacement was on the face and, having called one of the online stores, for 7 thousand rubles I found not just a CV joint, but a drive assembly, that is, 2 hinges and an axle.
I placed an order with delivery, which, by the way, was free, and in the evening I had the drive, I was very sad when they brought it to me, since the drive was of the same pilenga brand.
In the end, everything ended well, firstly, the drive came up, and secondly, the second CV joint was also faulty and it’s very good that I didn’t buy only one joint. Two conclusions follow from this: everything must be done on time and the miser pays twice.
Now you know everything about CV joints, their possible malfunctions, and most importantly, about the prevention of these malfunctions.
Cars equipped with front-wheel drive in the 60s were of great interest to engineers and developers of almost all automotive brands. It was believed that this arrangement of bodies makes it possible to get more free space in the cabin. To implement this idea, engineers came up with a mechanism that was quite complicated at that time. It made it possible to ensure the rotation of the front wheels and control them with a more compact design.
How CV joints were created
Since there are several types of angular velocity hinges, it is very difficult to determine exactly which design was the first. But there is an opinion that the knot based on balls, one of the most popular today, was invented in the 20s.
The idea of creating a cam mechanism came up with the French inventor Gregoire. In the early 20s, he received a patent for this invention.
The twin cardan element of equal angular speeds was used mainly in American car models and in the transmission systems of the French Panard-Levassor.
SHRUS - what is it?
CV joints - this is used in the design of independent suspension on front-wheel drive vehicles. This part provides not only rotational energy, but also allows you to control the rotation of the wheels. So, this unit allows you to rotate the drive wheel at an angle of up to 70 degrees. The part is similar to why motorists have nicknamed this hinge.
This design is also found in cars with rear or all-wheel drive, but only in models with independent suspension. In this case, the rear wheels have the ability to move horizontally and vertically. There is an external and internal CV joint. What this detail is, you will soon find out.
How are the angular velocity hinges
Depending on the type of part, the design may be different. However, knowing how the SHRUS works, what kind of element it is, and what its role is, we can say the following. On the one hand, the shaft is connected to and on the other - to the differential. Equal speed joints transfer rotational energy from the motor to the drive wheels through the bearings.
The main components of the product are the clip and the body. Both on the body and on the clip located inside the body, special grooves are cut where the balls are installed. The balls very rigidly connect these components to each other, thereby transmitting rotation.
Thanks to the larger working angle that it has (what it is, you already know), the rotation angle can reach up to 70 degrees. The range of possibilities of the internal hinge allows it to move only 20 degrees. So, both externally and internally, the product uses various types of elements. On the outside, the drive shaft is equipped with ball joints, but on the inside, with tripod joints.
The outer product consists of a cage mounted on a shaft and with grooves along the radius.
The body also has grooves. Balls are installed in them, with the help of which torque is transmitted.
Internal parts may differ in their design depending on the vehicle model and type of suspension.
So, on VAZ models, the grooves are straight, not radial. On Ukrainian ZAZs, the rollers are mounted on three spikes rotating on needle bearings.
In our article, we consider CV joints. You already roughly understand what it is, they work in rather problematic places, because there is always a lot of dirt and dust, so they are equipped with special protection. For this, a protective boot is used - this is a rubber pad that is securely held on the body with clamps.
Advantages and disadvantages
You already know a lot about CV joints (that these are important details in the design of a car). Therefore, it is possible to discuss the main of these products. Among the advantages, one can single out such a property. When transferring energy, there is no loss in power, as is the case when using other mechanisms with a different principle of operation. Also among the advantages - simple replacement and low cost.
Among the shortcomings are the design features of the anther. After all, it performs several functions at once.
This is the protection of the mechanism from dirt and a container for lubrication. The disadvantage of such a detail as a CV joint is that this connection is located where it is impossible to prevent its contact with other objects. So, the anther can be easily torn, and without lubrication, the “grenade” will quickly fail.
Resource or a bit about service
The resource of these parts may depend on a large number of various factors.
Most often, this indicator varies due to structural features, as well as use. And if the car owner cannot change the design, then the operating mode is completely in his power.
Depreciation of the "grenade" in natural conditions is inevitable. But often the capabilities of these nodes are sharply reduced due to the fault of the car owner.
Someone likes to start so that the car skids with the wheels turned out. In this position, the external nodes are in a partially clamped state - these are increased loads. The result is an immediate replacement.
Other car owners love tuning. Sometimes engine power is increased to serious limits, which does not lead to anything good. The greater the torque, the faster the wear.
anthers
Another group of drivers forgets to check the condition of the anthers. There is a factor that has a significant impact on the life of such a part as a CV joint. That this is a lubricant is easy to guess. This means that regular maintenance of the mechanism is necessary. If the tightness of the anther is broken, then this will not only cause pollution of the mechanism, but also a lack of lubrication. All this will not in the best way affect the durability of the node.
To extend the life of the product, you need to regularly monitor the boot, and the driving style should be more relaxed. Then this knot will last a long time.
