CN101052817B - 相对滚道接头形式的恒速接头、驱动轴和机动车辆 - Google Patents
相对滚道接头形式的恒速接头、驱动轴和机动车辆 Download PDFInfo
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Abstract
一种相对滚道接头形式的恒速接头(11),包括:一外接头部件(12),它具有一第一纵向轴线(A12)并包括诸第一外球滚道(18)及诸第二外球滚道(20);一内接头部件(15),它具有一第二纵向轴线(A15)并包括诸第一内球滚道(19)及诸第二内球滚道(21);该诸第一外球滚道(18)及诸第一内球滚道(19)形成诸第一滚道对;该诸第二外球滚道(20)及诸第二内球滚道(21)形成诸第二滚道对;各滚道对包含一扭矩传递球(171及172);一球保持圈,位于外接头部件(12)和内接头部件(15)之间并包含圆周分布的球保持圈窗(241及242),每一球保持圈窗容纳至少球(171及172)之一;当接头处于对齐状态时诸第一滚道对在中心接头平面(E)内在第一方向R1打开,以及,当接头处于对齐状态时,诸第二滚道对在中心接头平面(E)内在第二方向R2打开,其中,当接头处于对齐状态,在内接头部件(15)的轴齿的节距圆直径PCDS的三次方相对于球直径DK平方和球(17)的节距圆直径PCDB的乘积之比V1的值在0.9及1.3之间,即,0.9<V1<1.3,其中V1=PCDS3/DK2×PCDB。
Description
技术领域
本发明涉及一种相对滚道接头形式的恒速接头或万向接头,它具有以下的特征:
一外接头部件,它具有一第一纵向轴线并包括诸第一外球滚道和诸第二外球滚道;
一内接头部件,它具有一第二纵向轴线并包括诸第一内球滚道及诸第二内球滚道;该诸第一外球滚道及第一内球滚道形成诸第一滚道对;诸第二外球滚道和第二内球滚道形成诸第二滚道对;所述诸滚道对各自含有一扭矩传递球;
一球保持圈,位于外接头部件和内接头部件之间,并且包含沿圆周分布的球保持圈窗,每个球保持圈窗接纳至少诸球之一;当接头处于对齐状态时,诸第一滚道对在中心接头平面内以第一方向打开,而当接头处在对齐状态时,诸第二滚道对在中心接头平面内以第二方向打开。
背景技术
上述类型的相对滚道接头在DE 10220711A1有所叙述,其中,示出了具有6个球和8个球的滚道接头。这里所述类型的球滚道对应于球笼式(Rzeppa)接头(RF接头)和无底切接头(UF接头)类型。这意味着诸球滚道的中心线分别由均匀的半径(RF接头),并由半径及毗邻平行于轴线的直线(UF接头)组成。在所描述的相对滚道接头中,诸滚道对的轴向打开方向圆周地交替,形成了相对滚道接头的类型。
DE 10337612A1所叙述的相对滚道接头中,其中,诸第一对滚道的滚道中心线具有一打开角,它具有一打开方向,其中对齐的接头指向接头底部,设计成当接头绞接接合时,打开角在其打开方向受到一在一特定的绞接结合角开始的转向。具体地说,这是由这样的一个事实来实现的,即,诸第一对滚道的诸球滚道的中心线是S形的,从而它们各自有一个转向点。
从DE 10060220A1中已知的相对滚道接头是第一球滚道的中心线在近接头开口附近有一个转向点,以便第一外球滚道的中心线是S形的。由于是对称的,内接头部件的第一内球滚道的中心线也是这样。这些相对滚道接头的绞接角可以以这种方式得到增加。
在开头处所说的那种接头制成了各种尺寸,其中的几何条件是从现成可得的球尺寸推算出的,并且考虑到所要求的额定扭矩,采用来自轴承制造厂制造的标准球作为接头球。此外,已知的接头的结构也是决定于或受可以得到的中间轴的配合尺寸,这就是说,这种中间轴的轴键的节距圆直径影响的,并且必须对应于内接头部件中轴键的节距圆直径。
发明内容
本发明的目的是为了形成上述相对滚道接头,此相对滚道接头的装配空间是得到了最优化,它在一给定的额定扭矩容量下,只占用了最少的径向装配空间。
这一目的的第一个解决办法是比率V1,V1是内接头部件中的轴键的节距圆直径PCDS的三次方与球直径DK2(DK平方)及球节距圆直径PCDB乘积之比,其比值设定在0.9及1.3之间,即
0.9<V1<1.3,其中V1=PCDS3/(DK2·PCDB)。
在这一目的第二个解决办法中,内接头部件中轴键的节距圆直径PCDS与OR系数之比V3是在0.34和0.37之间,其中OR系数定义为对齐接头球的节距圆直径PCDB及球直径DK之和,即,
0.34<V3<0.37,其中V3=PCDS/(PCDB+DK)。
上面的方法是基于这样的假定:即最佳化结构必须具有在内接头部件中具有必要的轴键的截面模数并且与此同时,考虑到赫氏(Hertz)压力也不可以被超过作用在球上容许载荷,最后,接头的外直径必须保持得较小。为此目的,使用上述方法指出合适的结构条件,而用这些条件和这些要求可以通过选择轴键的一个足够大的节距圆直径及球直径而得到满足,其中球的节距圆直径除了接头的外直径的球直径设计得尽可能小之外都是非常重要的。
上述两个方法中的每一个都可以达到目的。然而,根据本发明,结果还可以通过结合使用两种方法而进一步得到较好结果。
一个较佳的实施例提供的IR系数与OR系数之比V2在0.525及0.585之间,其中IR系数被定义为对齐的接头的球节距圆直径PCDB与球直径DK之间的差,OR系数定义为对齐的接头的球节距圆直径PCDB与球直径DK之和,以使
0.525<V2<O.585,其中V2=(PCDB-DK)/(PCDB+DK)。
在与至少上述两个方法之一的相结合方面,此确定(标注)尺寸产生了特别有利的结果。
另一个较佳实施例进一步提供了在内接头部件中轴键的节距圆直径PCDS与IR系数之比V4是在0.58及0.65之间,其中IR系数被定义为对齐的接头球的节距圆直径PCDB和球直径DK之差,以使得
0.58<V4<0.65,其中V4=PCDS/(PCDB-DK)。
至少与上述两方法之一相结合方面,此确定尺寸产生一特别有利的结果。
关于作用在球保持圈上的力及决定接头功能的其它性能,已证明了在接头的圆周上交替设置第一对滚道及第二对滚道是有利的。
接头可以设计成一个6球的接头,而在特别有利的设计中,接头是一个8个球的接头。特别有利的接头的结构是其中铰接角在25°到45°之间,较好地在30°到40°之间。这一规定意味着球仍然可靠地悬挂在这些铰接角范围内的内外球滚道之间,并且诸第一球只在铰接角超过这些范围才开始从球滚道中逸出来。
本发明的接头可以设计成一盘形接头,该接头在外部具有单向作用的凸缘(折边),或者设计成整体(单元)接头,其中接头底部及轴颈一体地模制在外接头部件上。
本发明的接头可以用于机动车辆的侧轴,后者在差分输出和轮毂之间建立连接。在这种情况下,它可以特别有利地用作在这种侧轴中的差分侧固定接头,它具有两个固定接头和在中间轴中的插入单元。
根据本发明的接头还可以用于机动车辆的纵向驱动轴中,接头包括至少一个固定接头及一个插入接头或者至少两个固定的铰链及一个插入单元。
另一个较佳的应用是在机动车辆中的多部件纵向驱动轴,它除了一个固定接头以外还有至少一个中间接头以及一插入接头和/或至少一个中间接头及一纵向插入单元。
附图说明
本发明的较佳实施例示于附图之中,将在下面加以描述。
图1示出了本发明的相对滚道接头,它具有6个球,设计成为一盘形接头,图中:
a)是其轴向视图
b)是沿着A-A线的纵向截面图。
图2是本发明的相对滚道接头,它具有8个球,设计成为一盘形接头,
a)是其轴向视图
b)是沿A-A线的纵向截面视图。
图3是本发明的相对滚道接头,它具有6球,设计成为一整体或单元接头,
a)是其轴向视图
b)是沿着A-A线的纵向截面视图
c)是沿着B-B线的纵向截面视图。
图4是本发明的相对滚道接头,它具有8个球,设计成为一单块接头,
a)是其轴向视图
b)是沿着A-A线的纵向截面视图
c)是沿着B-B线的纵向截面视图。
图5是一部分纵向截面视图,表示本发明的一驱动轴,它具有至少一个本发明的接头以及一个插入单元。
图6是一部分纵向截面视图,表示图5的驱动轴在一机动车辆中的情况。
图7是一纵向半截面视图,表示本发明的纵向驱动轴,它具有本发明的一固定接头和一个插入接头。
图8是一纵向半截面视图,表示本发明的纵向驱动轴,其中有一个本发明的固定接头用作中间接头,另一个通用接头作为中间接头以及一插入接头。
具体实施方式
图1的两个图(图a及图b)将在下面一起加以叙述。
本发明的该通用连轴节或万向接头11被设计成通常所说的盘形接头。它包含一外接头部件12,它具有一第一开口13和一第二开口14。该接头还包括一内接头部件15、一球保持圈16和扭矩传递球(或滚珠)17。在外接头部件12中的第一外球滚道18和在内接头部件15中的第一内球滚道19具有球171并彼此之间形成第一对滚道,外接头部件12中的第二外球滚道20及在内接头部件15中的第二内球滚道21彼此形成诸第二对滚道,其中容纳着诸第二球172。两种类型的滚道对(18,19;20,21)交替地设置在圆周上。提供了专门的六对滚道。诸第一对滚道彼此形成一打开角,此打开角在第一方向R1指向开口13,诸第二对滚道彼此形成一打开角,它以第二方向R2指向开口14。一容纳有诸球的中心P的中心接头平面E与由外接头部件的纵向轴线A12和内接头部件的纵向轴线A15在接头中心M处相交。该球保持圈16将诸第一球171及诸第二球172保持在交替圆周分布的保持圈窗241和242内。在对齐(对中)的接头的球中心P的节距圆直径用PCDB表示。内接头部件15的插入孔(它通常具有在这里未示出的轴键)27的节距圆直径用PCDS表示。球直径用DK表示。
图2中的图a及图b将在下面一起加以叙述。本发明的万向接头设计成一个盘形接头。它包含一个外接头部件12,其中有一第一开口13和第二开口14。该接头还包括一内接头部件15、一球保持圈16和扭矩传递球17。在外接头部件12中的第一外球滚道18和内接头部件15中的第一内球滚道19容纳着诸球171并彼此形成诸第一对滚道。在外接头部件12中的第二外球滚道20及在内接头部件15中的第二内球滚道21彼此形成诸第二对滚道,它们容纳着第二球172。两种滚道对(18,19;20,21)交替地布置在圆周上。专门提供了8对滚道。诸第一对滚道彼此形成一打开角,此打开角在第一方向R1指向开口13,第二对滚道彼此形成一打开角,此打开角在第二方向R2指向开口14。一安置有球的中心P的中心接头平面E与由外接头部件的纵向轴线A12及内接头部件的纵向轴线A15在接头中心M相交。该球保持圈16中保持有诸第一球171及诸第二球172。它们保持在交替圆周分布的球保持圈窗241,242中。在对齐的接头球中心P的节距圆直径用PCDB表示。内接头部件15的插入孔(它通常具有轴键但这里未示出)27的节距圆直径用PCDS表示。球的直径用DK表示。因为两个第一对滚道(18,19)在平面A-A中被切割,所以可截面地示出的滚道对都在第一方向R1向着开口13打开。
下面将叙述图3中的图a),b),c)。图中与图1相同的细节用相同的编号表示。请参阅相应的叙述。外接头部件12没有开口14,代之的是形成在其上的底部25上,它后面是一轴颈26。在其它方面,此接头与图1中所示的基本上相对应或一致。一第一(上面的)和一第二(下面的)滚道对在径向以相对的方式在平面AA中被切割,而一个第二(上面的)及一第一(下面的)滚道对是在平面BB中以径向相对的方式被切割的。
下面将叙述图4中的图a),b)和c)。图中与图2相同的细节用相同的编号标出。请参阅相应的叙述。这里没有第二开口14,外接头部件12具有一成形的底部25,其后是一轴颈26,在其它方面,该接头基本上与图2的接头相对应。两个第二滚道对(20,21)在平面AA中以径向相对方式被切割,而两个第一对滚道(18,19)在平面BB中以径向相对方式被切割。
图5示出了一驱动轴,它具有一如基于图3或图4之一的整体接头那样的本发明万向接头,连同一中间轴35和一第二万向接头31,后者也可以是根据本发明的一个接头,它在结构上与接头11相同。该中间轴35包括一轴向插入单元28,后者由一套29、一轴颈30和在两个部件之间的扭矩传递球组成,并且允许对在万向接头11,31之间的驱动轴作纵向补偿。
图6示出按照图5驱动轴,它在机动车辆中作为侧轴安装。本发明的接头11的轴颈是插入一差速传动机构32中并固定在其中的,而第二固定接头31的轴颈插入一带有轮座34的轮毂装置33中。同样的细节都按图5一样的编号加以说明。
图7示出了一按照本发明的驱动轴,它具有按照图1或图2之一设计成盘形接头那样的本发明的接头11,并且采用一纵向驱动轴的形式。一中间轴41包括一轴管39及焊接在其上的两个轴颈36,37。轴颈37与插入接头38相连,具体说与所谓的VL接头相连。轴颈36与本发明的接头11相连。
图8示出了本发明的万向接头传动轴,其中的接头11按照本发明图1或图2设计成一盘形接头,它采用纵向驱动轴的形式,该万向传动轴具有一盘形接头42、一具有凸缘44的中间轴43和一轴颈45(从右到左)以及一弹性中间轴承46,其中,接头11后面有另一个具有一轴颈48的另一中间轴47、另一个中间轴承49和一万向接头50;最后有另一中间轴51,其轴颈52与一万向插入接头53相连接,具体说是与VL接头相连。这类轴是结合在齿轮箱输出和一差动机构输入之间的机动车辆的纵向传动系统中的。
编号参考页
11恒速接头、万向接头
12外接头部件
13第一开口
14第二开口
15内接头部件
16球保持圈
17球,滚珠
18第一外球滚道
19第一内球滚道
20第二外球滚道
21第二内球滚道
24保持圈窗
25接头底部
26轴颈
27插入孔
28插入单元
29套
30轴颈
31万向接头
32差动驱动件
33轮毂
34轮座
35中间轴
36轴颈
42橡胶盘形接头
43中间轴
44凸缘或折边
45轴颈
46轴承
47中间轴
48轴颈
49轴承
50通用连轴节或万向接头
51中间轴
52轴颈
53插入接头
Claims (20)
1.一种相对滚道接头形式的恒速接头(11),包括:
一外接头部件(12),具有第一纵向轴线(A12)并包括若干第一外球滚道(18)及若干第二外球滚道(20);
一内接头部件(15),具有一第二纵向轴线(A15)及包括若干第一内球滚道(19)及若干第二内球滚道(21);
所述第一外球滚道(18)及所述第一内球滚道(19)形成若干第一对滚道;
所述第二外球滚道(20)及所述第二内球滚道(21)形成若干第二对滚道;
所述滚道对各自容纳一扭矩传递球(171,172);
一球保持圈(16),位于外接头部件(12)及内接头部件(15)之间并包括沿圆周分布的球保持圈窗(241,242),所述球保持窗(241,242)各自接受至少一个球(171,172),
在接头处于对齐状态中,在中心接头平面(E)的位置,所述第一对滚道在第一方向(R1)打开,以及
在接头处于对齐状态中,在中心接头平面(E)的位置,所述第二对滚道在第二方向(R2)打开,
其特征在于,当接头处于对齐状态下,在内接头部件(15)中的轴齿的节距圆直径PCDS的三次方与球直径DK平方和球(17)的节距圆直径PCDB的乘积之比的比值V1设定在0.9及1.3之间,即:
0.9<V1<1.3,其中V1=PCDS3/(DK2×PCDB)。
2.一种相对滚道接头形式的恒速接头,包括:
一外接头部件(12),具有第一纵向轴线(A12)并包括若干第一外球滚道(18)及第二外球滚道(20);
一内接头部件(15),具有一第二纵向轴线(A15)并包括若干第一内球滚道(19)及若干第二内球滚道(21);
所述第一外球滚道(18)及所述第一内球滚道(19)形成若干第一对滚道;
所述第二外球滚道(20)及所述第二内球滚道(21)形成若干第二对滚道;
所述滚道对各自包含一扭矩传递球(171,172);
一球保持圈(16),位于外接头部件(12)及内接头部件(15)之间,并包括沿圆周分布的球保持圈窗(241,242),所述球保持圈窗(241,242)各自接受至少一个球(171,172),
在接头处于对齐状态中,在中心接头平面(E)的位置,所述第一滚道对在第一方向(R1)打开,以及
在接头处于对齐状态中,在中心接头平面(E)的位置,所述第二滚道对在第二方向(R2)打开,
其特征在于,在内接头部件(15)中的轴齿的节距圆直径PCDS相对于OR系数之比V3是在0.34及0.37之间,其中OR系数定义为若干球(17)的节距圆直径PCDB和球直径DK之和,从而
0.34<V3<0.37,其中V3=PCDS/(PCDB+DK)。
3.如权利要求1或2所述的恒速接头,其特征在于,
IR系数与OR系数之比V2之值在0.525及0.585之间,其中IR系数定义为当接头处于对齐状态时若干球(17)的节距圆直径PCDB和球直径DK之间的差,其中,OR系数被定义为是当接头处于对齐状态时所述若干球(17)的节距圆直径PCDB和球直径DK之和,以使
0.525<V2<0.585,其中V2=(PCDB-DK)/(PCDB+DK)。
4.如权利要求1或2所述的恒速接头,其特征在于,在内接头部件中的轴齿的节距圆直径PCDS相对于IR系数之比率V4的范围在0.58及0.64之间,其中IR系数被定义为当接头对齐状态时所述球(17)的节距圆直径PCDB及球直径DK之差,以使
0.58<V4<0.64,其中V4=PCDS/(PCDB-DK)。
5.如权利要求1或2所述的恒速接头,其特征在于,所述第一对滚道(18,19)及所述第二对滚道(20,21)安排成在圆周上相互交替。
6.如权利要求1或2所述的恒速接头,其特征在于,所述接头包括六个球(17)。
7.如权利要求1或2所述的恒速接头,其特征在于,所述接头包括8个球(17)。
8.如权利要求1或2所述的恒速接头,其特征在于,所述接头被设计成具有最大铰接角在25°~45°之间。
9.如权利要求8所述的恒速接头,其特征在于,接头设计成具有最大的铰接角在30°及40°之间。
10.如权利要求9所述的恒速接头,其特征在于,该外接头部件包括一接头底部(25),该接头底部形成在一侧,并且具有一形成在其上的轴颈(26)。
11.一种包括两个恒速接头和一个中间轴的驱动轴,其特征在于,至少一个恒速接头(11、21)被设置成根据权利要求1或2的恒速接头。
12.如权利要求11所述的驱动轴,其特征在于,所述中间轴包括一轴向插入单元(28)。
13.一种具有至少两个驱动轴的机动车辆,每一驱动轴包括两个恒速接头及一个中间轴,并且每一个驱动轴作为侧轴将一个差动驱动件连接到一轮毂单元上,
其特征在于,每个驱动轴的至少一个接头(11,31)被设计成按照权利要求1或2的恒速接头,它的轴颈被插入该差动驱动件(32)中。
14.一种具有至少两个驱动轴的机动车辆,每个驱动轴包括两个恒速接头及一个中间轴,并且每一个驱动轴作为侧轴把一差动驱动件连接到轮毂单元上,
其特征在于,各接头(11,31)的至少一个被设计成按照权利要求1或2的恒速接头,它的接头轴颈被插入轮毂单元(33)之中。
15.一种具有驱动轴的机动车辆,该驱动轴包括至少两个恒速万向接头及一个中间轴并且被用作推进器轴,
其特征在于,至少一个恒速接头(11,38/53)被设计成按照权利要求1或2的恒速接头。
16.如权利要求15所述的机动车辆,其特征在于,该推进器轴包括三个中间轴(43,47,51),它们通过接头(11,50)连接,接头中的一个被设置成根据权利要求1或2的恒速接头。
17.如权利要求15所述的机动车辆,其特征在于,在推进器轴的一端设置有一橡胶盘形接头(42)。
18.如权利要求15所述的机动车辆,其特征在于,在推进器轴的一端安排有一恒速插入接头(53)。
19.如权利要求15所述的机动车辆,其特征在于,所述驱动轴包括-虎克接头(50)。
20.如权利要求15所述的机动车辆,其特征在于,所述推进器轴把一齿轮箱输出与一差分输入相连接。
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PCT/EP2004/012379 WO2006048031A1 (de) | 2004-11-02 | 2004-11-02 | Gegenbahngelenk mit optimiertem bauraum |
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EP (1) | EP1807635A1 (zh) |
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EP2644919A2 (en) * | 2006-12-20 | 2013-10-02 | NTN Corporation | Rolling contact member, and method of producing the same, an universal joint and a torque transmission member for universal joint |
ES2541616T3 (es) | 2007-06-27 | 2015-07-22 | Ntn Corporation | Miembro de contacto rodante, cojinete de rodillos, y procedimiento de producción del miembro de contacto rodante |
WO2009012746A2 (de) * | 2007-07-26 | 2009-01-29 | Shaft-Form-Engineering Gmbh | Rollverschiebeeinheit und gelenkwelle hiermit |
DE202009006696U1 (de) * | 2009-05-08 | 2010-09-23 | Bf New Technologies Gmbh | Gleichlaufgelenk und Gelenkwelle |
DE102009043578B3 (de) * | 2009-09-30 | 2011-04-28 | Hofer-Pdc Gmbh | Verschiebegelenk |
JP5946637B2 (ja) * | 2011-12-16 | 2016-07-06 | Udトラックス株式会社 | プロペラシャフトの脱落防止構造 |
DE102013103155B4 (de) | 2013-03-27 | 2017-08-24 | Gkn Driveline International Gmbh | Gleichlaufgelenk in Form eines Gegenbahngelenks |
DE202014003168U1 (de) | 2014-04-12 | 2014-05-13 | Gkn Driveline Deutschland Gmbh | Gleichlaufdrehgelenk,Antriebswelle und Antriebsstranganordnung |
WO2023237215A1 (en) | 2022-06-10 | 2023-12-14 | Gkn Driveline International Gmbh | Method for producing a counter track joint |
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- 2004-11-02 JP JP2007538275A patent/JP2008519206A/ja active Pending
- 2004-11-02 WO PCT/EP2004/012379 patent/WO2006048031A1/de active Application Filing
- 2004-11-02 US US10/562,669 patent/US7686695B2/en not_active Expired - Fee Related
- 2004-11-02 DE DE202004021771U patent/DE202004021771U1/de not_active Expired - Lifetime
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US7686695B2 (en) | 2010-03-30 |
CN101052817A (zh) | 2007-10-10 |
BRPI0419148A (pt) | 2007-12-11 |
EP1807635A1 (de) | 2007-07-18 |
DE202004021771U1 (de) | 2010-11-04 |
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