CN215883634U - Vehicle system - Google Patents

Abstract

The present application relates to vehicle systems. The vehicle system includes an engine, a drive shaft operably coupled to the engine, and a final drive configured to receive rotational energy from the drive shaft. The vehicle system includes a mating component having a mating component first end, a mating component second end, a mating component exterior surface, and a mating component interior surface. The mating member interior surface defines an aperture. The vehicle system includes a shaft member having a shaft member first end, a shaft member second end, and a shaft member outer surface. The mating member is configured to receive the shaft member such that the shaft member outer surface is in facing relationship with the mating member inner surface. The shaft member includes at least one strip disposed on an exterior surface of the shaft member, the strip configured to contact a mating member interior surface when the shaft member is received by the mating member.

Description

Vehicle system

Technical Field

The present disclosure relates to systems and methods for improving concentricity of axis fitting (axle mating).

Background

In a vehicle, a powertrain or powertrain system refers to a component that provides power to propel the vehicle. These components include the engine, transmission, drive/propeller shafts, differential and final drive. In operation, the engine combusts fuel to produce mechanical power from rotation of the crankshaft. The transmission receives a rotating crankshaft and manipulates engine speed (i.e., rotation of the crankshaft) to control rotational speed of a drive/propeller shaft also coupled to the transmission. The rotating drive shaft is received by a differential that transmits rotational power to a final drive (e.g., wheels) to effect movement of the vehicle. In automobiles, differentials enable the wheels on a shared axle to rotate at different speeds (e.g., during a turn, the outer wheels rotate faster relative to the inner wheels to allow the vehicle to maintain its speed and travel path). While it is important to at least maintain concentricity between rotating components, current configurations may lead to various problems, such as shaft imbalance, axial displacement, stress points, and hub failure.

SUMMERY OF THE UTILITY MODEL

One embodiment relates to a vehicle system, comprising: an engine; a drive shaft operably coupled to the engine such that the transmission is configured to transmit power from the engine to the drive shaft; and a final drive configured to receive rotational energy from the drive shaft via the differential, the final drive configured to propel the vehicle system. The vehicle system includes a mating component coupled to a final drive. The mating member includes a mating member first end, a mating member second end opposite the mating member first end, a mating member exterior surface extending between the mating member first end and the mating member second end, and a mating member interior surface opposite the mating member exterior surface. The mating member interior surface defines a bore (bore). The vehicle system includes a shaft member coupled to a differential. The shaft member includes a shaft member first end, a shaft member second end opposite the shaft member first end, and a shaft member outer surface extending between the shaft member first end and the shaft member second end. The mating member is configured to receive the shaft member such that the shaft member outer surface is in facing relationship with the mating member inner surface. The shaft element further comprises at least one bar (bar) arranged on an outer surface of the shaft element. The at least one strip is configured to contact a mating component interior surface when the shaft component is received by the mating component.

In an embodiment, the shaft member is selected from the group consisting of: half shaft (axle draft), shaft coupling, shaft joint and the other shaft portion of the differential.

In an embodiment, the mating component is selected from the group consisting of: a coupling, a bushing, a collar and another hub part of the final drive.

In an embodiment, the at least one bar extends radially outward from the shaft member outer surface.

In an embodiment, the at least one bar extends from the shaft member first end toward the shaft member second end.

In an embodiment, the at least one bar includes four bars spaced along the outer surface of the shaft member.

In an embodiment, the four bars are equally spaced along the outer surface of the shaft member to improve concentricity between the shaft member and the mating member.

In an embodiment, the mating component further comprises a protrusion extending radially from the mating component inner surface.

In an embodiment, the shaft member further comprises a channel configured to receive the protrusion of the mating member to couple the mating member with the shaft member.

In an embodiment, the shaft member further includes a projection extending radially from an outer surface of the shaft member.

In an embodiment, the mating component further comprises a channel configured to receive the protrusion of the shaft component to couple the mating component with the shaft component.

In an embodiment, the shaft member is integrally formed with the differential.

In an embodiment, the mating part is integrally formed with the final drive.

Another embodiment relates to a vehicle system that includes a drive shaft and a final drive operably coupled to the drive shaft such that power from an engine is transmitted from the drive shaft to the final drive through a differential. The vehicle system includes a shaft member coupled to a differential. The shaft member includes a shaft member first end, a shaft member second end opposite the shaft member first end, and a shaft member outer surface extending between the shaft member first end and the shaft member second end. The shaft member further includes at least one strip disposed on an outer surface of the shaft member.

In an embodiment, the vehicle system further comprises a mating component coupled to the final drive, the mating component comprising: a mating member first end; a mating member second end opposite the mating member first end; a mating member outer surface extending between the mating member first end and the mating member second end; and a mating member interior surface opposite the mating member exterior surface, the mating member interior surface defining an aperture configured to receive the shaft member such that the at least one bar is configured to contact the mating member interior surface when the shaft member is received by the aperture.

In an embodiment, the at least one bar extends radially outward from the shaft member outer surface.

In an embodiment, the at least one bar extends from the shaft member first end toward the shaft member second end.

In an embodiment, the at least one bar includes four bars spaced along the shaft member outer surface.

In an embodiment, the four bars are equally spaced along the outer surface of the shaft member to improve concentricity between the shaft member and the mating member.

In an embodiment, the shaft member further comprises a channel configured to receive a discrete key to couple the mating member with the shaft member.

In an embodiment, the shaft member further comprises a channel configured to receive the protrusion of the mating member to couple the mating member with the shaft member.

In an embodiment, the shaft member further includes a projection extending radially from an outer surface of the shaft member, the projection of the shaft member configured to be received by the channel of the mating member to couple the mating member with the shaft member.

In an embodiment, the shaft member is integrally formed with the differential.

In an embodiment, the mating part is integrally formed with the final drive.

These and other features, together with the organization and manner of operation thereof, will become apparent from the following detailed description when taken in conjunction with the accompanying drawings.

Drawings

FIG. 1 is a schematic illustration of a vehicle system according to an example embodiment.

FIG. 2 is a schematic view of a mating component and a shaft component according to an example embodiment.

FIG. 3 is a schematic illustration of a shaft member according to the example embodiment of FIG. 2.

FIG. 4 is a schematic illustration of a mating member and a shaft member according to the example embodiment of FIG. 2.

Detailed Description

For the purposes of promoting an understanding of the principles of the disclosure, reference will now be made to the embodiments illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the disclosure is thereby intended, such alterations and further modifications in the illustrated embodiments, and such further applications of the principles of the disclosure as illustrated therein being contemplated as would normally occur to one skilled in the art to which the disclosure relates.

Referring generally to the drawings, various embodiments disclosed herein relate to systems and methods for improving concentricity of shaft fit.

In power generation systems, the prime mover and generator must be precisely aligned to ensure concentricity of the rotating components. For example, in a vehicle (e.g., truck, bus, car, etc.), torque transfer between the drive shaft and the end drive (e.g., wheels) may be more efficient when concentricity is maintained. Current shaft hole fits are achieved by a keyway arrangement. The keys and keyways secure the shaft and its end drive connectors (e.g., hubs, bushings, etc.) to prevent relative movement between the power transmission shaft and the attached components. However, improper key installation can lead to various problems, such as shaft imbalance, axial displacement, stress points, and hub failure.

Various embodiments provided herein propose a solution to improve alignment accuracy between rotating parts and improve concentricity. In particular, a design that achieves optimal concentricity (optimum concentricity) along a circular axis may facilitate assembly of a product with bi-directional positioning requirements. Furthermore, this arrangement can reduce manufacturing costs in terms of mold modifications.

As shown in FIG. 1, an example powertrain 100 (e.g., a vehicle system) includes an engine system 110, a transmission 102, a drive shaft 103, a differential 104, and a final drive 105. The engine system 110 includes an engine 101, and the engine 101 may be configured as a variety of different engine types, including a spark-ignition internal combustion engine or a compression-ignition internal combustion engine. The engine 101 may be powered by diesel, ethanol, gasoline, natural gas, propane, hydrogen, or another fuel type. Engine system 110 of FIG. 1 also includes engine braking system 106, and engine braking system 106 may be configured as any type of energy braking mechanism for engine 101. For example, engine braking system 106 may be a compression-release engine brake that selectively activates an exhaust valve(s) at the end of a compression stroke (or at some other time during the compression stroke) to release compressed gas from an engine cylinder of the engine. Engine braking system 106 may be configured to vary the amount of braking power provided to engine 101 (and corresponding vehicle 10) by controlling the timing of the exhaust valve during the compression stroke.

The transmission 102 is configured to transmit power from the engine 101 to a drive shaft 103. The transmission 102 includes a plurality of transmission settings (e.g., gears) that enable the rotational speed of the engine 101 to be modified relative to the road speed of the vehicle 10 (e.g., relative to the rotational speed of the drive shaft 103, etc.), such as to vary the torque provided by the engine 101 to the final drive 105 through the drive shaft 103 and the differential 104. The transmission 102 may be a manual transmission, an automatic transmission, a continuously variable transmission, or some combination thereof.

Like engine 101 and transmission 102, drive shaft 103, differential 104, and/or final drive 105 may be configured in any configuration depending on the application (e.g., final drive 105 configured as a wheel, etc.). Further, the driveshaft 103 may be configured as any type of driveshaft depending on the application, including but not limited to, single-piece, two-piece, and slip-in-tube (slip-in-tube) driveshafts.

According to an example embodiment, engine 101 receives a chemical energy input (e.g., fuel such as gasoline, diesel, etc.) and combusts the fuel to produce mechanical energy in the form of a rotating crankshaft. The transmission 102 receives a rotating crankshaft and manipulates the speed of the crankshaft (e.g., engine Revolutions Per Minute (RPM), etc.) to affect a desired driveshaft speed. The rotating drive shaft 103 is received by a differential 104, the differential 104 providing the rotational energy of the drive shaft 103 to a final drive 105. The final drive device 105 then propels or moves the vehicle 10.

Referring now to fig. 2, a mating component 200 is shown. The mating component 200 may be a coupler, bushing, collar, or other hub component of the vehicle 10. For example, the mating component 200 may be a portion of the final drive device 105 configured to receive a shaft (axle)/shaft (craft). In various embodiments, the mating component 200 may be coupled to the final drive device 105 by being integrally formed with the final drive device 105 such that the mating component 200 and the final drive device 105 are formed as a single piece (one piece). In other various embodiments, mating component 200 may be formed as a separate component and secured to final drive device 105. The mating component 200 may be any type of cylindrical liner configured to reduce friction and wear between the mating component 200 and the shaft, as will be further explained herein. The mating component 200 facilitates coupling a shaft (e.g., an axle) with the final drive 105. Misalignment between components can lead to slippage, wear, imbalance, and inefficiencies in the system.

The mating member 200 is a cylindrical member having a mating member first end 202 and a mating member second end 204 opposite the mating member first end 202. The mating component 200 includes a mating component exterior surface 206 extending between the mating component first end 202 and the mating component second end 204 such that the mating component exterior surface 206 defines a first length L1 of the mating component 200. The mating component 200 also includes a mating component interior surface 210 opposite the mating component exterior surface 206. The mating member interior surface 210 defines the aperture 208. The mating member interior surface 210 (e.g., the aperture 208) extends between the mating member first end 202 and the mating member second end 204 (e.g., the mating member interior surface 210 extends a first length L1). In addition, the mating member exterior surface 206 defines a first diameter D1, and the mating member interior surface 210 defines a second diameter D2 that is less than the first diameter D1 such that each of the mating member first end 202 and the mating member second end 204 has a first thickness T1.

The mating member 200 also includes a protrusion 212 (e.g., ridge, groove, etc.). The protrusion 212 may be disposed on the mating component interior surface 210. The protrusion 212 may extend a first length L1 across the mating member interior surface 210. In various embodiments, the mating member 200 may also include more than one protrusion 212. In various embodiments, the mating component 200 may include a keyway (e.g., a channel, a passage, a groove (divot)) (not shown). As will be described herein, the protrusion 212 and/or keyway may be used to mate (e.g., couple, attach, etc.) the mating component 200 with other components of the final drive device 105.

Still referring to FIG. 2 and additionally to FIG. 3, the shaft member 300 will now be discussed. The shaft member 300 may be a half shaft, a shaft coupling, a shaft joint, or other shaft portion of the vehicle system 10. For example, the shaft component 300 may be part of the differential 104, such as a shaft (axle)/shaft (draft) configured to be received by the final drive 105 (e.g., at the mating component 200). In various embodiments, the shaft member 300 may be coupled to the differential 104 by being integrally formed with the differential 104 such that the shaft member 300 and the differential 104 are formed as a single piece. In other various embodiments, the shaft member 300 may be formed as a separate member and secured to the differential 104. A shaft member 300 (e.g., a drive shaft) connects a final drive (e.g., wheels) with the differential 104. The shaft member 300 is a generally cylindrical member having a shaft member first end 302 and a shaft member second end 304 opposite the shaft member first end 302. The shaft member 300 includes a shaft member outer surface 306 extending between the shaft member first end 302 and the shaft member second end 304 such that the shaft member outer surface 306 defines a second length L2 of the shaft member 300. Further, the shaft member 300 defines a third diameter D3. The third diameter is less than the second diameter D2 such that the bore 208 is configured (e.g., sized and shaped) to receive the shaft member 300. For example, the shaft member 300 and the mating member 200 are configured to be coupled together. When coupled, the mating member first end 202 and the mating member second end 204 of the mating member 200 are aligned with the shaft member first end 302 and the shaft member second end 304, respectively, of the shaft member 300. Further, the mating member inner surface 210 is in generally facing relationship with the shaft member outer surface 306.

In various embodiments, the shaft member 300 can further include a keyway 308 (e.g., a channel, passage, groove). The keyway 308 is disposed on the shaft member outer surface 306. The keyway 308 may extend axially through the second length L2 from the shaft member first end 302 to the shaft member second end 304. In various embodiments, keyway 308 may extend less than L2. The keyway 308 is configured (e.g., sized and shaped) to receive the protrusion 212 of the mating member 200 to couple (e.g., mate, attach, etc.) the mating member 200 and the shaft member 300. In various embodiments, the mating member 200 may instead have a keyway configured to receive a protrusion on the shaft member 300. For example, the shaft member 300 may also include a key (e.g., a protrusion, a locking mechanism) that is received by a keyway within the bore 208. In other embodiments, both the mating member 200 and the shaft member 300 have keyways to receive discrete keys. In various embodiments, the mating member 200 and the shaft member 300 can include any combination of drive surfaces (e.g., flat or angled surfaces), protrusions, and/or splines that interact and transfer rotation between the members.

The shaft member 300 further includes at least one bar 312. At least one bar 312 is a raised portion (raised portion) disposed on the shaft member outer surface 306. In other words, at least one bar 312 extends radially from the shaft member outer surface 306. The at least one bar 312 may extend axially through the second length L2 from the shaft member first end 302 to the shaft member second end 304. In various embodiments, the bar 312 may extend less than L2. At least one bar 312 may have a width W. The dimensions of the at least one bar 312 may vary based on different applications of the shaft member 300. For example, the thermal and/or mechanical requirements, capabilities, and constraints of the vehicle components that work with the shaft component 300 and mating component 200 may dictate the necessary dimensions. Further, the determined material of the shaft member 300 and/or the mating member 200 may be another factor affecting the dimensions. For example, in various embodiments, the mating member 200 and the shaft member 300 may be formed of a plastic material. In other various embodiments, the mating member 200 and the shaft member 300 may be formed of a non-plastic material (e.g., metal).

In various embodiments, there may be two or more strips 312. For example, as shown, four strips 312 may be disposed along the shaft member outer surface 306. In various embodiments, two or more strips 312 may be equally spaced about the shaft component outer surface 306. In various embodiments, two or more strips 312 may be positioned parallel to each other.

At least one bar 312 includes a bar outer surface 314. The bar outer surface 314 is configured to be received within the aperture 208. For example, the bar outer surface 314 of the at least one bar 312 is in facing relationship with the mating member inner surface 210 of the mating member 200 when the mating member 200 and the shaft member 300 are coupled. In the event that the shaft member outer surface 306 is not able to make contact, the bar outer surface 314 may be in direct contact with the mating member inner surface 210 (i.e., the at least one bar 312 may reduce the clearance between the mating member 200 and the shaft member 300). This structural design disposed on the circular shaft member 300 improves concentricity, which facilitates assembly of a product with bi-directional positioning requirements.

Referring also to FIG. 4, an example of improved concentricity is shown. The addition of the at least one bar 312 facilitates more precise positioning of the mating member 200 and the shaft member 300 with respect to the X-axis and the Y-axis. At least one bar 312 compensates for concentricity to precisely align reference axis 1 with reference axis 2. Thus, a configuration including four bars 312 is ideal for maintaining accuracy and alignment between the reference axis 1 and the reference axis 2. For example, adjustment of at least one strip 312 simplifies the manufacturing process, as it may be easier to control and modify the mold rather than the axial curvature. For example, the shaft member 300 may be formed from a plastic material, wherein prior to producing the part, the original mold may be modified to include at least one strip 312. In this way, the difficulty of modifying the shaft member 300 (i.e., by modifying the curved shaft member outer surface 306) is mitigated, and the frequency of modification occurring throughout the shaft member 300 is reduced. By providing more precise mating surfaces, the mating member 200 and shaft member 300 may more efficiently transfer rotation from the drive shaft 103 to the final drive 105.

While this specification contains many specific implementation details, these should not be construed as limitations on the scope of what may be claimed, but rather as descriptions of features specific to particular implementations. Certain features that are described in this specification in the context of separate embodiments can also be implemented in combination in a single embodiment. Conversely, various features that are described in the context of a single embodiment can also be implemented in multiple embodiments separately or in any suitable subcombination. Moreover, although features may be described as acting in certain combinations and even initially claimed as such, one or more features from a claimed combination can in some cases be excised from the combination, and the claimed combination may be directed to a subcombination or variation of a subcombination.

As utilized herein, the term "substantially" and similar terms are intended to have a broad meaning consistent with the common and accepted usage by those of ordinary skill in the art to which the subject matter of this disclosure pertains. Those skilled in the art who review this disclosure will appreciate that these terms are intended to allow description of certain features described and claimed without limiting the scope of these features to the precise numerical ranges provided. Accordingly, these terms should be interpreted as indicating that insubstantial or inconsequential modifications or variations of the described and claimed subject matter are considered within the scope of the disclosure as recited in the appended claims.

As used herein, the term "couple" and similar terms mean that two components are joined to each other, either directly or indirectly. Such joining may be fixed (e.g., permanent) or movable (e.g., removable or releasable). Such joining may be achieved with the two members or the two members and any additional intermediate members being integrally formed with one another as a single unitary body, with the two members being attached to one another, or with the two members and any additional intermediate members being attached to one another.

It is important to note that the construction and arrangement of the various systems shown in the various exemplary embodiments are illustrative only and not limiting in nature. All changes and modifications that come within the spirit and/or scope of the described embodiments are desired to be protected. It should be understood that some features may not be necessary and embodiments lacking the same may be contemplated as within the scope of the application, the scope being defined by the claims that follow. When the language "a portion" is used, the item can include a portion and/or the entire item unless specifically stated to the contrary.

Furthermore, in the context of a listing of elements, the term "or" is used in its inclusive sense (and not its exclusive sense) such that when used to refer to a list of elements, the term "or" means one, some or all of the elements in the list. Unless expressly stated otherwise, connective language such as the phrase "X, Y and at least one of Z" should be understood from the context as commonly used to express items, terms, etc. may be X, Y, Z, X and Y, X and Z, Y and Z, or X, Y and Z (i.e., any combination of X, Y and Z). Thus, unless otherwise specified, such connection language is not generally intended to imply that certain embodiments require that at least one of X, at least one of Y, and at least one of Z each be present.

Claims (24)

1. A vehicle system, comprising:

an engine;

a drive shaft operably coupled to the engine such that a transmission is configured to transmit power from the engine to the drive shaft;

a final drive configured to receive rotational energy from the drive shaft via a differential, the final drive configured to propel the vehicle system;

a mating component coupled to the final drive, the mating component comprising:

a mating member first end;

a mating member second end opposite the mating member first end; and

a mating member outer surface extending between the mating member first end and the mating member second end; and

a mating component interior surface opposite the mating component exterior surface, the mating component interior surface defining an aperture; and

a shaft member coupled to the differential, the shaft member comprising:

a shaft member first end;

a shaft member second end opposite said shaft member first end; and

a shaft member outer surface extending between the shaft member first end and the shaft member second end, wherein the mating member is configured to receive the shaft member such that the shaft member outer surface is in facing relationship with the mating member inner surface; and

at least one bar disposed on an exterior surface of the shaft member, the at least one bar configured to contact the mating member interior surface when the shaft member is received by the mating member.

2. The vehicle system according to claim 1, wherein said shaft member is selected from the group consisting of: a half shaft, a shaft coupling, a shaft joint, and another shaft portion of the differential.

3. The vehicle system according to claim 1, wherein the mating component is selected from the group consisting of: a coupling, a bushing, a collar and another hub part of the final drive.

4. The vehicle system according to claim 1, wherein said at least one bar extends radially outwardly from said axle component outer surface.

5. The vehicle system according to claim 1, wherein said at least one bar extends from said shaft member first end toward said shaft member second end.

6. The vehicle system according to claim 1 wherein said at least one bar includes four bars spaced along an exterior surface of said axle component.

7. The vehicle system according to claim 6, wherein said four bars are equally spaced along said shaft member outer surface so as to enhance concentricity between said shaft member and said mating member.

8. The vehicle system according to any of claims 1-7, wherein the mating component further comprises a protrusion extending radially from the mating component interior surface.

9. The vehicle system according to claim 8, wherein said shaft member further includes a channel configured to receive said protrusion of said mating member so as to couple said mating member with said shaft member.

10. The vehicle system according to any one of claims 1-7, wherein said shaft member further includes a projection extending radially from an outer surface of said shaft member.

11. The vehicle system according to claim 10, wherein the mating component further comprises a channel configured to receive the protrusion of the shaft component so as to couple the mating component with the shaft component.

12. The vehicle system according to any one of claims 1-7, 9 and 11, wherein said shaft member is integrally formed with said differential.

13. The vehicle system according to any one of claims 1-7, 9 and 11, wherein the mating component is integrally formed with the final drive.

14. A vehicle system, comprising:

a drive shaft;

a final drive operably coupled to the drive shaft such that power from an engine is transmitted from the drive shaft to the final drive through a differential; and

a shaft member coupled to the differential, the shaft member comprising:

a shaft member first end;

a shaft member second end opposite said shaft member first end;

a shaft member outer surface extending between said shaft member first end and said shaft member second end; and

at least one strip disposed on an outer surface of the shaft member.

15. The vehicle system according to claim 14, further comprising a mating component coupled to the final drive, the mating component comprising:

a mating member first end;

a mating member second end opposite the mating member first end;

a mating member outer surface extending between the mating member first end and the mating member second end; and

a mating member interior surface opposite the mating member exterior surface, the mating member interior surface defining an aperture configured to receive the shaft member such that the at least one bar is configured to contact the mating member interior surface when the shaft member is received by the aperture.

16. The vehicle system according to claim 14, wherein said at least one bar extends radially outwardly from said axle component outer surface.

17. The vehicle system according to claim 14, wherein said at least one bar extends from said shaft member first end toward said shaft member second end.

18. The vehicle system according to claim 15, wherein said at least one bar includes four bars spaced along said axle component outer surface.

19. The vehicle system according to claim 18, wherein said four bars are equally spaced along said shaft member outer surface so as to enhance concentricity between said shaft member and said mating member.

20. The vehicle system according to claim 15, 18 or 19, wherein said shaft member further comprises a channel configured to receive a discrete key for coupling said mating member with said shaft member.

21. The vehicle system according to claim 15, 18 or 19, wherein said shaft member further comprises a channel configured to receive a protrusion of said mating member so as to couple said mating member with said shaft member.

22. The vehicle system according to claim 15, 18 or 19, wherein said shaft member further includes a projection extending radially from an exterior surface of said shaft member, said projection of said shaft member configured to be received by a channel of said mating member to couple said mating member with said shaft member.

23. The vehicle system according to any one of claims 14-19, wherein said shaft member is integrally formed with said differential.

24. The vehicle system according to claim 15, 18 or 19, wherein the mating component is integrally formed with the final drive.

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