US20180142762A1 - Propshaft damper and method of assembly - Google Patents
Propshaft damper and method of assembly Download PDFInfo
- Publication number
- US20180142762A1 US20180142762A1 US15/875,610 US201815875610A US2018142762A1 US 20180142762 A1 US20180142762 A1 US 20180142762A1 US 201815875610 A US201815875610 A US 201815875610A US 2018142762 A1 US2018142762 A1 US 2018142762A1
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- United States
- Prior art keywords
- hub
- flange
- damper
- inertia ring
- ring
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/14—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers
- F16F15/1407—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers the rotation being limited with respect to the driving means
- F16F15/1414—Masses driven by elastic elements
- F16F15/1435—Elastomeric springs, i.e. made of plastic or rubber
- F16F15/1442—Elastomeric springs, i.e. made of plastic or rubber with a single mass
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D1/00—Couplings for rigidly connecting two coaxial shafts or other movable machine elements
- F16D1/02—Couplings for rigidly connecting two coaxial shafts or other movable machine elements for connecting two abutting shafts or the like
- F16D1/033—Couplings for rigidly connecting two coaxial shafts or other movable machine elements for connecting two abutting shafts or the like by clamping together two faces perpendicular to the axis of rotation, e.g. with bolted flanges
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D1/00—Couplings for rigidly connecting two coaxial shafts or other movable machine elements
- F16D1/06—Couplings for rigidly connecting two coaxial shafts or other movable machine elements for attachment of a member on a shaft or on a shaft-end
- F16D1/076—Couplings for rigidly connecting two coaxial shafts or other movable machine elements for attachment of a member on a shaft or on a shaft-end by clamping together two faces perpendicular to the axis of rotation, e.g. with bolted flanges
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
- F16D3/50—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members
- F16D3/70—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members comprising elastic elements arranged in holes in one coupling part and surrounding pins on the other coupling part
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
- F16D3/50—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members
- F16D3/76—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members shaped as an elastic ring centered on the axis, surrounding a portion of one coupling part and surrounded by a sleeve of the other coupling part
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
- F16D3/16—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts
- F16D3/20—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members
- F16D3/22—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts
- F16D3/223—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts the rolling members being guided in grooves in both coupling parts
- F16D2003/22326—Attachments to the outer joint member, i.e. attachments to the exterior of the outer joint member or to the shaft of the outer joint member
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2300/00—Special features for couplings or clutches
- F16D2300/22—Vibration damping
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
- F16D3/16—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts
- F16D3/26—Hooke's joints or other joints with an equivalent intermediate member to which each coupling part is pivotally or slidably connected
- F16D3/38—Hooke's joints or other joints with an equivalent intermediate member to which each coupling part is pivotally or slidably connected with a single intermediate member with trunnions or bearings arranged on two axes perpendicular to one another
- F16D3/382—Hooke's joints or other joints with an equivalent intermediate member to which each coupling part is pivotally or slidably connected with a single intermediate member with trunnions or bearings arranged on two axes perpendicular to one another constructional details of other than the intermediate member
- F16D3/387—Fork construction; Mounting of fork on shaft; Adapting shaft for mounting of fork
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T29/00—Metal working
- Y10T29/49—Method of mechanical manufacture
- Y10T29/49826—Assembling or joining
-
- Y10T464/40—
-
- Y10T464/50—
Definitions
- This invention relates generally to dampers for vehicle suspension systems. More particularly, this invention relates to a propshaft damper to minimize vibration in a vehicle suspension system.
- Noise is a common customer complaint within the interior compartment of a vehicle.
- the firings of cylinders in an internal combustion engine of a vehicle may generate torsional vibrations thus causing noise heard by the user of the vehicle.
- These periodic firings generate torsional vibrations as a fixed order of the engine rpm.
- An excitation sweep starting at idle up to the maximum engine speed is measured and graphically depicted.
- Various multiple degrees of freedom have several eigenforms per its inertia, torsional rates, and dampening. Each eigenform has a certain frequency, vibration shape, and resonant application.
- Systems not having dampers on the propshaft exhibit higher frequency versus amplification on a system with amplifying eigenmode (resonance) not having dampers on the propshaft.
- FIG. 2 illustrates the graph 30 showing frequency versus amplification of the reduction of torsional resonant vibration when using a damper at line 34 and not having a damper at line 32 .
- Line 34 is an example of the frequency versus amplification of the present invention.
- dampers such as a damper having rotating support pins and being pressed onto a flange/shaft OD.
- Other dampers includes a damper having a track but assembled with a rubber coupling and being pressed to an OD of a flange protrusion which accommodates a center sleeve.
- Other dampers include a damper having a rubber coupling or a propshaft damper pressed to a minimum shaft flange accommodated into a cv-joint. Even further, these dampers all require the user of a bolt or other fastener for assembly.
- dampers of the prior art are frequently prohibitively expensive to manufacture when assembled between a u/cv-joint and a transmission flange because of the number of components required, the weight and assembly costs. As such, there exists a need in the art to provide a propshaft damper producing effective results at a lower cost.
- the present invention provides for a propshaft damper for a vehicle.
- the propshaft damper includes an inertia ring where the inertia ring having an inner ring.
- a rubber track is positioned on inner ring, the rubber track having an first inner surface.
- a transmission flange is further provided having a second inner surface and connected to the inertia ring.
- a hub is provided connecting the inertia ring to the flange.
- the hub having a first section and a second section, the first section of the hub having a first outer surface and the second section having a second outer surface. The first inner surface of the hub connected to the first outer surface of the hub.
- the second outer surface of the hub is connected to the second inner surface of the flange thereby connecting inertia track and the flange by means of the hub in a secure press-fit connection, or a fastener.
- the present invention offers the possibility to assemble a damper between two flanges without using a deep drawn stamping or a following assembly of inertia ring with subassembly.
- FIG. 1 illustrates a vehicle having a propshaft and propshaft damper positioning
- FIG. 2 is a graphical representation of frequency versus amplification of a vehicle with and without propshaft dampening at resonant amplification
- FIG. 3 is a partial cross-sectional view and partial perspective view of the first embodiment of the damper of the present invention
- FIG. 4 is a partial cross-sectional perspective exploded view of the first embodiment of the damper of the present invention.
- FIG. 5 is a side view of the first embodiment of the damper of the present invention.
- FIG. 6 is a partially exploded perspective view of the first embodiment of the damper of the present invention.
- FIG. 7 is a partially exploded, partial cross-sectional perspective view of a second embodiment of the damper of the present invention.
- FIG. 8 is a side view of the second embodiment of the damper of the present invention.
- FIG. 9 is a cross-sectional side view of a third embodiment of the damper of the present invention.
- FIG. 10 is a cross-sectional perspective view of the third embodiment of the damper of the present invention.
- FIG. 11 is a cross-sectional view of a fourth embodiment of the damper of the present embodiment.
- FIG. 12 is an alternative cross-sectional view of the fourth embodiment of the damper of the present invention.
- the present invention provides for an improved propshaft damper having a centered rubber track.
- the centered rubber track provides sufficient radial damper rate for balancing and a cost savings through the reduced number of components (i.e., no friction bearings or support pins), improved durability through less rubber strain, and a robust design without dirt contamination or wear.
- the propshaft damper includes an inertia ring where the inertia ring having an inner ring.
- the rubber track is positioned on inner ring, the rubber track having an first inner surface.
- a transmission flange is further provided having a second inner surface and connected to the inertia ring.
- a hub is provided connecting the inertia ring to the flange.
- the hub having a first section and a second section, the first section of the hub having a first outer surface and the second section having a second outer surface.
- the first inner surface of the hub connected to the first outer surface of the hub.
- the second outer surface of the hub is connected to the second inner surface of the flange thereby connecting inertia track and the flange by means of the hub in a secure press-fit connection.
- Previously known damper assemblies having a centered rubber track include a press fit hub to the minimum diameter of shaft flange, a press fit to protrusion of the multi arm flange, or bolted between a transmission and CV/U-joint flange.
- the present invention offers the possibility to assemble a damper between two flanges without using a deep drawn stamping or a following assembly of inertia ring with subassembly.
- the flange of the present invention requires an inner diameter having a press fit tolerance.
- the flange further must include areas of protrusion or recession so that the inertia ring with apertures can move in the same plane without contacting the flange.
- FIGS. 3-6 illustrate the components of the propshaft damper 100 of the present invention.
- the damper 100 includes an inertia ring 102 , a damper hub 106 and a centered rubber track 108 .
- the inertia ring 102 is connected to the damper hub 106 through molding/vulcanization of the rubber in the rubber track 108 .
- the rubber of the rubber track is molded directly (i.e. integrated) to the metal of inertia ring 102 (i.e. vulcanization).
- the rubber track 108 is centered (i.e. close to the rotating axis) as close as possible to provide sufficient radial stiffness.
- the centered nature of the track 108 will ensure optimized balance properties with the need for support pins.
- the rubber track 108 negates the need for fasteners or other support pins.
- the hub 106 is further provided in the center of the inertia ring 102 .
- the rubber of the rubber track 108 is defined as rubber, polymers, plastics, polymer-like or plastic-like materials.
- the hub 106 may be a cut and machined steel, other metal, plastic, plastic-like, polymer or polymer-like tube.
- the present invention provides for a single mounting plane through a plurality of transmission flange protrusions and an optimized alignment through press fit area in the machined tube.
- the protrusions may be provided on the shaft flange.
- the transmission flange or a shaft flange includes a plurality protrusions which extend through the apertures of the inertia ring connecting to the other of the transmission flange or the shaft flange.
- the inertia ring 102 is a casting (without a subassembly) having low tooling cost.
- the inertia ring 102 further includes an inner ring 175 , or generally circular inner portion positioned close to the drive shaft.
- the inertia ring is made of a cast iron. Other metals or sinter metals may be used to produce the inertia ring.
- the inertia ring includes a plurality of apertures 120 a, 120 b.
- the apertures, or travel limiters, 120 a, 120 b may further include a rubber or plastic coating to operate as a travel limiter without generating any further noise.
- the apertures 120 a, 120 b may be include a separate rubber snubber to form the snubber surface attached as a separate component. This rubber coating or snubber reduces noise and preserves the inertia ring in the event of a collision.
- the coatings 122 are provided on an inner surface of the apertures 120 a, 120 b.
- the coatings (or surfaces) 122 are molded directly (i.e. integrated) to the inertia ring 102 .
- This molding/vulcanization process of molding the coatings 122 may take place at the same time as the rubber track 108 is molded to the inertia ring 102 to save time and money in the manufacturing process.
- Integrated sealing lips 140 as shown in FIG. 3 , are further provided to increase protection against dirt and excessive heat.
- the sealing lips 140 may also be molded at the same time as the molding of the rubber track 108 and the coatings 122 .
- the flange 104 includes a plurality of protrusions 124 .
- the protrusions 124 are generally cylindrical having an outer circumference 125 and an upper surface 127 .
- the protrusions will vary in size and dimension (as in the flanges of FIGS. 19-22 ) and are not limited to a cylindrical configuration.
- the protrusions 124 are adapted to engage with the apertures 120 located on the inertia ring 102 .
- the protrusions 124 extend through the apertures 120 a, 120 b, etc. allowing the inertia ring to move relative to the flange to move together on the same plane without the flange 104 contacting the inertia ring 102 .
- the inertia ring and hub 106 are press fit into the flange 104 .
- a plurality of spokes 170 are positioned between the apertures 120 a, 120 b. These spokes are defined as the space between the apertures 120 a, 120 b extending between the inner ring and the outer ring. In the present embodiments as shown in FIG. 4 , the spokes 170 are wide. In other embodiments (such as shown in FIG. 8 ), the spokes are more narrow and appear more like traditional spokes.
- FIG. 6 illustrates the relation of the u-joint 130 (of the propshaft) to the damper 100 .
- An aperture 132 located on a shaft flange 134 of the propshaft connects to the protrusion 124 of the flange 104 .
- the protrusion 124 of the flange 104 includes an aperture 128 extending through the protrusion 124 .
- a bolt then extends through the aperture 132 through the aperture 128 of the flange 104 and thus accordingly through the aperture 120 of the inertia ring thereby aligning the propshaft with the transmission flange 104 and allowing the inertia ring to rotate on the same plane as the flange 104 and protrusions 124 .
- FIGS. 4 and 6 illustrates the damper 100 in relation to the u-joint 130 .
- the inertia ring further includes dirt detracting chamfers 140 located on an outer edge of the inertia ring 102 .
- the outer surface 175 of the inertia ring 102 acts as a temperature shield to prevent high temperatures from the closely located exhaust from damaging the rubber track 108 .
- the flange 104 and the u-joint (flange) 130 also act as temperature shields for the rubber track 108 .
- FIG. 14 illustrates a centered rubber track 108 located on the inertia ring 102 .
- FIG. 3 illustrates yet another improvement of the present invention.
- a torque flow 125 is shown through the flange 104 and the u-joint (and flange of the u-joint 130 ).
- the torque is not transmitted to the damper 100 .
- the hub 106 illustrates a 3-section configuration.
- the hub 106 further includes sections 106 A, 106 B and 106 C.
- the sections 106 A, 106 B and 106 C include varying outer diameters allowing for easier and/or more secure connections between the flanges.
- the OD of section 106 A is configured to press-fit with the flange 104 .
- the change in the OD over the varying sections provides for alignment of the flange 104 and the flange of the u-joint 130 .
- Section 106 B provides for an OD for the rubber track 108 .
- Section 106 C provides for an intermediate fit for further aligning the hub 106 with the u-joint 103 (or shaft flange 134 of the u-joint 130 ).
- the third section 106 C accommodates an inner surface of a shaft flange to align the shaft flange 134 .
- the hub 106 may include more or less sections (i.e. 2, 3, 4, 5 . . . etc.) according to the need for alignment and based on customer need.
- FIGS. 3 and 6 illustrate the u-joint 130 connected to the flange 104 .
- the inertia ring 102 further includes sealing lips 140 providing for complete encapsulation against dirt and heat through the vulcanized sealing lips 140 .
- the integrated sealing lips 140 prevent dirt and heat from entering the system.
- the flange 104 further includes protrusions 124 extending through the aperture of the inertia ring 102 .
- the flange connects to the inertia ring by means of a press fit configuration.
- the hub 106 further includes a first outer surface 171 and a second outer surface 172 .
- the first outer surface 171 connects to an outer surface 174 of the rubber track 108 of the inertia ring 102 .
- the second outer surface 172 of the hub 106 connects to an inner surface 176 of the flange 104 .
- These connections are made in a press-fit arrangement to create a secure connection.
- the hub, flange and inertia ring are bond molded together, optionally molded together at the same time as the rubber coating on the apertures.
- FIGS. 7-8 illustrate a second embodiment of the present invention.
- a damper assembly 200 discloses the damper concept between a cv-joint 280 and transmission flange 204 .
- the inertia ring 202 is connected through the rubber track 208 with the damper hub 206 .
- the rubber track 208 similar to rubber track 108 of the first embodiment, may also have an L-shaped configuration.
- the inertia ring 202 further includes an inner ring 275 , or generally circular inner portion positioned close to the drive shaft.
- the damper hub 206 is connected to the transmission flange 204 with a press fit configuration.
- the damper hub in the present embodiment, includes a 2-section configuration including section 206 A and section 206 B.
- This 2-section configuration provides for simplified and accurate alignment.
- the OD of section 206 B provides a press-fit connection to the transmission flange 204 to securely connected to an inner surface (and inner diameter) 262 of the transmission flange 204 .
- Integrated sealing lips 260 are adapted to prevent dirt contamination.
- Rubber coated spokes 270 are provided on the inertia ring 202 to prevent noise when travel limiting.
- the apertures 220 of the inertia ring 202 are larger in size to accommodate the protrusions 224 of the transmission flange 204 .
- the flange 204 further includes protrusions 224 extending through the aperture of the inertia ring 202 .
- the flange connects to the inertia ring by means of a press fit configuration.
- the hub 206 further includes a first outer surface 270 and a second outer surface 272 .
- the first outer surface 270 connects to an outer surface 274 of the rubber track 208 of the inertia ring 202 .
- the second outer surface 272 of the hub 206 connects to an inner surface 276 of the flange 204 .
- the damper hub includes a press fit configuration and a mounting surface for a shaft nut.
- Damper assembly 300 discloses the damper concept between a cv-joint 390 and transmission flange 304 .
- the transmission flange 304 includes a hatched inner surface 362 providing for a secure connection with a bolt or other fastener.
- the inertia ring 302 is connected through the rubber track 308 with the damper hub 306 .
- the inertia ring 302 further includes an inner ring 375 , or generally circular inner portion positioned close to the drive shaft.
- the rubber track 308 similar to rubber track 108 of the first embodiment, may also have an L-shaped configuration.
- the damper hub 306 is connected to the transmission flange 304 with a press fit configuration (press fit for pre-assembly).
- the OD of section 306 a provides a press-fit connection to the transmission flange 304 . This connection is shown in highlighted section A
- the OD of the section 306 b connects to the rubber track 308 of the inertia ring 302 .
- a plurality of bolts 392 are provided connecting the joint 390 to the transmission flange 304 .
- a mounting surface 310 for a shaft nut (not shown) is provided on the damper hub 306 .
- the mounting surface is generally perpendicular to an inner surface 312 of the damper hub 306 .
- the mounting surface 310 extends away from the inner surface 312 of the damper hub 306 into a center portion of the damper hub 306 .
- the mounting surface 310 is provided to allow a nut or bolt head to rest thereon when extending through the damper assembly 300 .
- the flange further includes protrusions 324 extending through the aperture of the inertia ring 302 .
- the flange connects to the inertia ring by means of a press fit configuration.
- the hub 306 further includes a first outer surface 370 and a second outer surface 372 .
- the first outer surface 370 connects to an outer surface 374 of the rubber track 308 of the inertia ring 302 .
- the second outer surface 372 of the hub 306 connects to an inner surface 376 of the flange 304 .
- the damper hub includes a bolted hub configuration and a mounting surface for a shaft nut.
- Damper assembly 400 discloses the damper concept between a cv-joint and transmission flange 404 .
- the inertia ring 402 is connected through the rubber track 408 with the damper hub 406 .
- the inertia ring 402 further includes an inner ring 475 , or generally circular inner portion positioned close to the drive shaft.
- the rubber track 408 similar to rubber track of the first embodiment, may also have an L-shaped configuration.
- the damper hub 406 includes a first surface 406 a and a second surface 406 b .
- the inertia ring 402 includes a first surface 402 a and a second surface 402 b.
- the first surface 406 a of the hub 406 is generally in line and parallel with the first surface 402 a of the inertia ring.
- the second surface 406 b of the hub 406 is generally in line and parallel with the second surface 402 b of the inertia ring.
- Various other embodiments illustrate the second surface 406 b extending past the second surface 402 b of the inertia ring 402 , and then press fit into a flange.
- the hub 406 of the present embodiment is not press fit into the flange 404 . Rather, the hub 406 will be bolted to the flange 404 by means of a bolt 466 (and corresponding drive shaft structure 464 , 468 ) and nut 490 .
- the hub further includes a first outer surface 470 and a second outer surface 472 .
- the first outer surface 470 connects to an outer surface 474 of the rubber track 408 of the inertia ring 402 .
- the second outer surface 472 of the hub 406 connects to an inner surface 476 of the flange 404 .
- a mounting surface 410 for a shaft nut and bolt 490 is provided on the damper hub 406 .
- the mounting surface is generally perpendicular to an inner surface 412 of the damper hub 406 .
- the mounting surface 410 extends away from the inner surface 412 of the damper hub 406 into a center portion of the damper hub 406 .
- the mounting surface 410 is provided to allow a nut or bolt head to rest thereon when extending through the damper assembly 400 .
- Rubber coated spokes 470 are provided on the inertia ring 402 to prevent noise when travel limiting.
- the apertures 420 of the inertia ring 402 are larger in size to accommodate the protrusions 424 of the transmission flange 404 .
- the present invention further includes a method of assembly of the above embodiments of the damper assembly.
- the method of assembling propshaft damper having a hub, an inertia ring and a transmission flange is provided including the steps of applying a rubber track to an inner ring of the inertia ring, the rubber track having an inner surface.
- the rubber may be applied as a separate piece or molded to the metal.
- the method further includes the step of applying a rubber surface to a plurality of apertures on the inertia ring, the rubber of the apertures applied at the same time the rubber track is applied to the inner ring of the inertia ring.
- the rubber may be applied as a coat (such as molded to the metal) or attached as a separate component.
- the method then includes the steps of connecting a first section of the hub to the inner surface of the rubber track in a press-fit configuration and connecting a second section of the hub to an inner surface of a transmission flange in a press fit configuration.
- the hub, the transmission flange and the inertia ring may be molded together. This alternate method requires molding a first section of the hub to the inner surface of the rubber track and molding a second section of the hub to an inner surface of the transmission flange. All of the components above may be connected via mold bonding or a press-fit configuration.
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Pulleys (AREA)
- Vibration Dampers (AREA)
- Vibration Prevention Devices (AREA)
Abstract
A propshaft damper for a vehicle is provided. The propshaft damper includes an inertia ring where the inertia ring having an inner ring. A rubber track is positioned on inner ring, the rubber track having an first inner surface. A transmission flange is further provided having a second inner surface and connected to the inertia ring. A hub is provided connecting the inertia ring to the flange. The hub having a first section and a second section where the first section of the hub includes a first outer surface and the second section includes a second outer surface. The first inner surface of the hub connected to the first outer surface of the hub. Further, the second outer surface of the hub is connected to the second inner surface of the flange thereby connecting inertia track and the flange by means of the hub in a secure press-fit connection.
Description
- This Application is a Divisional Application of U.S. application Ser. No. 15/019,723 filed Feb. 9, 2016. Application Ser. No. 15/019,723 claims the benefit of U.S. application Ser. No. 14/105,348 filed on Dec. 13, 2013. Application Ser. No. 14/105,348 claims the benefit of Provisional Application 61/776,945 filed on Mar. 12, 2013. Application Ser. No. 14/105,348 claims the benefit of U.S. Provisional Application 61/736,771 filed on Dec. 13, 2012, the contents of which are incorporated herein in their entirety.
- This invention relates generally to dampers for vehicle suspension systems. More particularly, this invention relates to a propshaft damper to minimize vibration in a vehicle suspension system.
- Noise is a common customer complaint within the interior compartment of a vehicle. The firings of cylinders in an internal combustion engine of a vehicle may generate torsional vibrations thus causing noise heard by the user of the vehicle. These periodic firings generate torsional vibrations as a fixed order of the engine rpm. An excitation sweep starting at idle up to the maximum engine speed is measured and graphically depicted. Various multiple degrees of freedom have several eigenforms per its inertia, torsional rates, and dampening. Each eigenform has a certain frequency, vibration shape, and resonant application. Systems not having dampers on the propshaft exhibit higher frequency versus amplification on a system with amplifying eigenmode (resonance) not having dampers on the propshaft.
- The noise and vibration of an amplified eigenmode in resonance heard by the user of the vehicle is significantly reduced through the use of torsional propshaft dampers. The propshaft damper works as an added single degree of freedom system tuned to the problem eigenform of the driveline.
FIG. 2 illustrates thegraph 30 showing frequency versus amplification of the reduction of torsional resonant vibration when using a damper atline 34 and not having a damper atline 32.Line 34 is an example of the frequency versus amplification of the present invention. - Several known propshaft dampers exist such as a damper having rotating support pins and being pressed onto a flange/shaft OD. Other dampers includes a damper having a track but assembled with a rubber coupling and being pressed to an OD of a flange protrusion which accommodates a center sleeve. Other dampers include a damper having a rubber coupling or a propshaft damper pressed to a minimum shaft flange accommodated into a cv-joint. Even further, these dampers all require the user of a bolt or other fastener for assembly. The dampers of the prior art are frequently prohibitively expensive to manufacture when assembled between a u/cv-joint and a transmission flange because of the number of components required, the weight and assembly costs. As such, there exists a need in the art to provide a propshaft damper producing effective results at a lower cost.
- The present invention provides for a propshaft damper for a vehicle. The propshaft damper includes an inertia ring where the inertia ring having an inner ring. A rubber track is positioned on inner ring, the rubber track having an first inner surface. A transmission flange is further provided having a second inner surface and connected to the inertia ring. A hub is provided connecting the inertia ring to the flange. The hub having a first section and a second section, the first section of the hub having a first outer surface and the second section having a second outer surface. The first inner surface of the hub connected to the first outer surface of the hub. Further, the second outer surface of the hub is connected to the second inner surface of the flange thereby connecting inertia track and the flange by means of the hub in a secure press-fit connection, or a fastener. The present invention offers the possibility to assemble a damper between two flanges without using a deep drawn stamping or a following assembly of inertia ring with subassembly.
-
FIG. 1 illustrates a vehicle having a propshaft and propshaft damper positioning; -
FIG. 2 is a graphical representation of frequency versus amplification of a vehicle with and without propshaft dampening at resonant amplification; -
FIG. 3 is a partial cross-sectional view and partial perspective view of the first embodiment of the damper of the present invention; -
FIG. 4 is a partial cross-sectional perspective exploded view of the first embodiment of the damper of the present invention; -
FIG. 5 is a side view of the first embodiment of the damper of the present invention; -
FIG. 6 is a partially exploded perspective view of the first embodiment of the damper of the present invention; -
FIG. 7 is a partially exploded, partial cross-sectional perspective view of a second embodiment of the damper of the present invention; -
FIG. 8 is a side view of the second embodiment of the damper of the present invention; -
FIG. 9 is a cross-sectional side view of a third embodiment of the damper of the present invention; -
FIG. 10 is a cross-sectional perspective view of the third embodiment of the damper of the present invention; -
FIG. 11 is a cross-sectional view of a fourth embodiment of the damper of the present embodiment; and -
FIG. 12 is an alternative cross-sectional view of the fourth embodiment of the damper of the present invention. - The present invention provides for an improved propshaft damper having a centered rubber track. The centered rubber track provides sufficient radial damper rate for balancing and a cost savings through the reduced number of components (i.e., no friction bearings or support pins), improved durability through less rubber strain, and a robust design without dirt contamination or wear. The propshaft damper includes an inertia ring where the inertia ring having an inner ring. The rubber track is positioned on inner ring, the rubber track having an first inner surface.
- A transmission flange is further provided having a second inner surface and connected to the inertia ring. A hub is provided connecting the inertia ring to the flange. The hub having a first section and a second section, the first section of the hub having a first outer surface and the second section having a second outer surface. The first inner surface of the hub connected to the first outer surface of the hub. Further, the second outer surface of the hub is connected to the second inner surface of the flange thereby connecting inertia track and the flange by means of the hub in a secure press-fit connection.
- Previously known damper assemblies having a centered rubber track include a press fit hub to the minimum diameter of shaft flange, a press fit to protrusion of the multi arm flange, or bolted between a transmission and CV/U-joint flange. The present invention offers the possibility to assemble a damper between two flanges without using a deep drawn stamping or a following assembly of inertia ring with subassembly.
- The flange of the present invention requires an inner diameter having a press fit tolerance. The flange further must include areas of protrusion or recession so that the inertia ring with apertures can move in the same plane without contacting the flange.
-
FIGS. 3-6 illustrate the components of thepropshaft damper 100 of the present invention. Thedamper 100 includes aninertia ring 102, adamper hub 106 and a centeredrubber track 108. Theinertia ring 102 is connected to thedamper hub 106 through molding/vulcanization of the rubber in therubber track 108. The rubber of the rubber track is molded directly (i.e. integrated) to the metal of inertia ring 102 (i.e. vulcanization). Therubber track 108 is centered (i.e. close to the rotating axis) as close as possible to provide sufficient radial stiffness. The centered nature of thetrack 108 will ensure optimized balance properties with the need for support pins. Therubber track 108 negates the need for fasteners or other support pins. - The
hub 106 is further provided in the center of theinertia ring 102. The rubber of therubber track 108 is defined as rubber, polymers, plastics, polymer-like or plastic-like materials. Thehub 106 may be a cut and machined steel, other metal, plastic, plastic-like, polymer or polymer-like tube. The present invention provides for a single mounting plane through a plurality of transmission flange protrusions and an optimized alignment through press fit area in the machined tube. Alternatively, the protrusions may be provided on the shaft flange. The transmission flange or a shaft flange includes a plurality protrusions which extend through the apertures of the inertia ring connecting to the other of the transmission flange or the shaft flange. - The
inertia ring 102 is a casting (without a subassembly) having low tooling cost. Theinertia ring 102 further includes aninner ring 175, or generally circular inner portion positioned close to the drive shaft. In the present embodiment, the inertia ring is made of a cast iron. Other metals or sinter metals may be used to produce the inertia ring. The inertia ring includes a plurality of apertures 120 a, 120 b. The apertures, or travel limiters, 120 a, 120 b may further include a rubber or plastic coating to operate as a travel limiter without generating any further noise. The apertures 120 a, 120 b may be include a separate rubber snubber to form the snubber surface attached as a separate component. This rubber coating or snubber reduces noise and preserves the inertia ring in the event of a collision. - The
coatings 122 are provided on an inner surface of the apertures 120 a, 120 b. The coatings (or surfaces) 122 are molded directly (i.e. integrated) to theinertia ring 102. This molding/vulcanization process of molding thecoatings 122 may take place at the same time as therubber track 108 is molded to theinertia ring 102 to save time and money in the manufacturing process. Integrated sealinglips 140, as shown inFIG. 3 , are further provided to increase protection against dirt and excessive heat. The sealinglips 140 may also be molded at the same time as the molding of therubber track 108 and thecoatings 122. - The
flange 104 includes a plurality ofprotrusions 124. In the present embodiment, theprotrusions 124 are generally cylindrical having anouter circumference 125 and an upper surface 127. In further embodiments, the protrusions will vary in size and dimension (as in the flanges ofFIGS. 19-22 ) and are not limited to a cylindrical configuration. Theprotrusions 124 are adapted to engage with the apertures 120 located on theinertia ring 102. Theprotrusions 124 extend through the apertures 120 a, 120 b, etc. allowing the inertia ring to move relative to the flange to move together on the same plane without theflange 104 contacting theinertia ring 102. The inertia ring andhub 106 are press fit into theflange 104. - A plurality of
spokes 170 are positioned between the apertures 120 a, 120 b. These spokes are defined as the space between the apertures 120 a, 120 b extending between the inner ring and the outer ring. In the present embodiments as shown inFIG. 4 , thespokes 170 are wide. In other embodiments (such as shown inFIG. 8 ), the spokes are more narrow and appear more like traditional spokes. -
FIG. 6 illustrates the relation of the u-joint 130 (of the propshaft) to thedamper 100. Anaperture 132 located on ashaft flange 134 of the propshaft connects to theprotrusion 124 of theflange 104. Theprotrusion 124 of theflange 104 includes anaperture 128 extending through theprotrusion 124. A bolt then extends through theaperture 132 through theaperture 128 of theflange 104 and thus accordingly through the aperture 120 of the inertia ring thereby aligning the propshaft with thetransmission flange 104 and allowing the inertia ring to rotate on the same plane as theflange 104 andprotrusions 124. -
FIGS. 4 and 6 illustrates thedamper 100 in relation to the u-joint 130. The inertia ring further includesdirt detracting chamfers 140 located on an outer edge of theinertia ring 102. Theouter surface 175 of theinertia ring 102 acts as a temperature shield to prevent high temperatures from the closely located exhaust from damaging therubber track 108. Theflange 104 and the u-joint (flange) 130 also act as temperature shields for therubber track 108.FIG. 14 illustrates a centeredrubber track 108 located on theinertia ring 102. -
FIG. 3 illustrates yet another improvement of the present invention. Atorque flow 125 is shown through theflange 104 and the u-joint (and flange of the u-joint 130). The torque is not transmitted to thedamper 100. This permits thedamper 100 to be made of lighter material and allows the damper to serve only its primary purpose of dampening. - The
hub 106 illustrates a 3-section configuration. Thehub 106 further includessections sections section 106A is configured to press-fit with theflange 104. The change in the OD over the varying sections provides for alignment of theflange 104 and the flange of the u-joint 130.Section 106B provides for an OD for therubber track 108.Section 106C provides for an intermediate fit for further aligning thehub 106 with the u-joint 103 (orshaft flange 134 of the u-joint 130). Thethird section 106C accommodates an inner surface of a shaft flange to align theshaft flange 134. - These arrangements allow for accurate alignment of the
damper 100 with the flange 104 (and the flange of the u-joint 130). Thehub 106 may include more or less sections (i.e. 2, 3, 4, 5 . . . etc.) according to the need for alignment and based on customer need. -
FIGS. 3 and 6 illustrate the u-joint 130 connected to theflange 104. Theinertia ring 102 further includes sealinglips 140 providing for complete encapsulation against dirt and heat through the vulcanized sealinglips 140. Theintegrated sealing lips 140 prevent dirt and heat from entering the system. - The
flange 104 further includesprotrusions 124 extending through the aperture of theinertia ring 102. The flange connects to the inertia ring by means of a press fit configuration. Specifically, thehub 106 further includes a firstouter surface 171 and a secondouter surface 172. The firstouter surface 171 connects to anouter surface 174 of therubber track 108 of theinertia ring 102. Further, the secondouter surface 172 of thehub 106 connects to aninner surface 176 of theflange 104. These connections are made in a press-fit arrangement to create a secure connection. Alternatively, the hub, flange and inertia ring are bond molded together, optionally molded together at the same time as the rubber coating on the apertures. -
FIGS. 7-8 illustrate a second embodiment of the present invention. Adamper assembly 200 discloses the damper concept between a cv-joint 280 andtransmission flange 204. Theinertia ring 202 is connected through therubber track 208 with thedamper hub 206. Therubber track 208, similar torubber track 108 of the first embodiment, may also have an L-shaped configuration. Theinertia ring 202 further includes aninner ring 275, or generally circular inner portion positioned close to the drive shaft. Thedamper hub 206 is connected to thetransmission flange 204 with a press fit configuration. The damper hub, in the present embodiment, includes a 2-sectionconfiguration including section 206A andsection 206B. This 2-section configuration provides for simplified and accurate alignment. The OD ofsection 206B provides a press-fit connection to thetransmission flange 204 to securely connected to an inner surface (and inner diameter) 262 of thetransmission flange 204. A secondary flange alignment between thetransmission flange 204 at 264 and the cv-joint atpoint 282. Integrated sealinglips 260 are adapted to prevent dirt contamination. - Rubber coated
spokes 270 are provided on theinertia ring 202 to prevent noise when travel limiting. The apertures 220 of theinertia ring 202 are larger in size to accommodate the protrusions 224 of thetransmission flange 204. - The
flange 204 further includes protrusions 224 extending through the aperture of theinertia ring 202. The flange connects to the inertia ring by means of a press fit configuration. Specifically, thehub 206 further includes a firstouter surface 270 and a secondouter surface 272. The firstouter surface 270 connects to anouter surface 274 of therubber track 208 of theinertia ring 202. Further, the secondouter surface 272 of thehub 206 connects to aninner surface 276 of theflange 204. These connections are made in a press-fit arrangement to create a secure connection. - In a third embodiment as shown in
FIGS. 9-10 , the damper hub includes a press fit configuration and a mounting surface for a shaft nut.Damper assembly 300 discloses the damper concept between a cv-joint 390 andtransmission flange 304. Thetransmission flange 304 includes a hatchedinner surface 362 providing for a secure connection with a bolt or other fastener. - The
inertia ring 302 is connected through therubber track 308 with thedamper hub 306. Theinertia ring 302 further includes aninner ring 375, or generally circular inner portion positioned close to the drive shaft. Therubber track 308, similar torubber track 108 of the first embodiment, may also have an L-shaped configuration. Thedamper hub 306 is connected to thetransmission flange 304 with a press fit configuration (press fit for pre-assembly). The OD of section 306 a provides a press-fit connection to thetransmission flange 304. This connection is shown in highlighted section A The OD of the section 306 b connects to therubber track 308 of theinertia ring 302. A plurality ofbolts 392 are provided connecting the joint 390 to thetransmission flange 304. - A mounting
surface 310 for a shaft nut (not shown) is provided on thedamper hub 306. The mounting surface is generally perpendicular to aninner surface 312 of thedamper hub 306. The mountingsurface 310 extends away from theinner surface 312 of thedamper hub 306 into a center portion of thedamper hub 306. The mountingsurface 310 is provided to allow a nut or bolt head to rest thereon when extending through thedamper assembly 300. - The flange further includes
protrusions 324 extending through the aperture of theinertia ring 302. The flange connects to the inertia ring by means of a press fit configuration. Specifically, thehub 306 further includes a firstouter surface 370 and a secondouter surface 372. The firstouter surface 370 connects to anouter surface 374 of therubber track 308 of theinertia ring 302. Further, the secondouter surface 372 of thehub 306 connects to aninner surface 376 of theflange 304. These connections are made in a press-fit arrangement to create a secure connection. - In a fourth alternative embodiment as shown in
FIGS. 11-12 , the damper hub includes a bolted hub configuration and a mounting surface for a shaft nut.Damper assembly 400 discloses the damper concept between a cv-joint andtransmission flange 404. Theinertia ring 402 is connected through therubber track 408 with thedamper hub 406. Theinertia ring 402 further includes aninner ring 475, or generally circular inner portion positioned close to the drive shaft. Therubber track 408, similar to rubber track of the first embodiment, may also have an L-shaped configuration. - The
damper hub 406 includes a first surface 406 a and a second surface 406 b. Further, theinertia ring 402 includes a first surface 402 a and a second surface 402 b. In the present embodiment, the first surface 406 a of thehub 406 is generally in line and parallel with the first surface 402 a of the inertia ring. Correspondingly, the second surface 406 b of thehub 406 is generally in line and parallel with the second surface 402 b of the inertia ring. Various other embodiments illustrate the second surface 406 b extending past the second surface 402 b of theinertia ring 402, and then press fit into a flange. Thehub 406 of the present embodiment is not press fit into theflange 404. Rather, thehub 406 will be bolted to theflange 404 by means of a bolt 466 (and correspondingdrive shaft structure 464, 468) andnut 490. - The hub further includes a first
outer surface 470 and a secondouter surface 472. The firstouter surface 470 connects to anouter surface 474 of therubber track 408 of theinertia ring 402. Further, the secondouter surface 472 of thehub 406 connects to aninner surface 476 of theflange 404. - A mounting surface 410 for a shaft nut and
bolt 490 is provided on thedamper hub 406. The mounting surface is generally perpendicular to aninner surface 412 of thedamper hub 406. The mounting surface 410 extends away from theinner surface 412 of thedamper hub 406 into a center portion of thedamper hub 406. The mounting surface 410 is provided to allow a nut or bolt head to rest thereon when extending through thedamper assembly 400. - Rubber coated
spokes 470 are provided on theinertia ring 402 to prevent noise when travel limiting. Theapertures 420 of theinertia ring 402 are larger in size to accommodate theprotrusions 424 of thetransmission flange 404. The present invention further includes a method of assembly of the above embodiments of the damper assembly. The method of assembling propshaft damper having a hub, an inertia ring and a transmission flange is provided including the steps of applying a rubber track to an inner ring of the inertia ring, the rubber track having an inner surface. The rubber may be applied as a separate piece or molded to the metal. The method further includes the step of applying a rubber surface to a plurality of apertures on the inertia ring, the rubber of the apertures applied at the same time the rubber track is applied to the inner ring of the inertia ring. Again, the rubber may be applied as a coat (such as molded to the metal) or attached as a separate component. The method then includes the steps of connecting a first section of the hub to the inner surface of the rubber track in a press-fit configuration and connecting a second section of the hub to an inner surface of a transmission flange in a press fit configuration. Alternatively, the hub, the transmission flange and the inertia ring may be molded together. This alternate method requires molding a first section of the hub to the inner surface of the rubber track and molding a second section of the hub to an inner surface of the transmission flange. All of the components above may be connected via mold bonding or a press-fit configuration. - The invention is not restricted to the illustrative examples and embodiments described above. The embodiments are not intended as limitations on the scope of the invention. Methods, apparatus, compositions, and the like described herein are exemplary and not intended as limitations on the scope of the invention. Changes therein and other uses will occur to those skilled in the art. The scope of the invention is defined by the scope of the appended claims.
Claims (7)
1. A propshaft damper for a vehicle, the propshaft damper comprising:
an inertia ring, the inertia ring having an outer ring and an inner ring, the inner ring having an inner diameter, the inertia ring having a plurality of apertures, the apertures separated by a plurality of spokes;
a rubber track positioned on the inner diameter of the inner ring of the inertia ring, the rubber track having an inner surface, the rubber track is located spaced apart from but close to a rotating axis of the damper to provide a high radial stiffness;
a damper hub having a first section and a second section, the first section of the hub having an outer surface, the second section having an outer surface, the inner surface of the rubber track accommodating the first section of the hub, the second section of the hub connected with an inner surface of a flange by means of the hub.
2. The propshaft damper of claim 1 wherein the hub includes a mounting surface for a fastener.
3. A propshaft damper for a vehicle, the propshaft damper comprising:
an inertia ring, the inertia ring having an outer ring and an inner ring, the inner ring having an inner diameter, an inertia ring having a plurality of apertures, the apertures separated by a plurality of spokes;
a rubber track positioned on the inner diameter of the inner ring of the inertia ring, the rubber track having an inner surface, the rubber track is located spaced apart from but close to a rotating axis of the damper to provide a high radial stiffness;
a damper hub having a first section, the first section of the hub having an outer surface, the inner surface of the rubber track connected to the outer surface of the first section of hub;
a fastener connecting the hub to a flange, the fastener extending through the flange and the hub and thus connecting the hub, the flange and the rubber track of the inertia ring.
4. The propshaft damper of claim 15 wherein an outer surface of a second section of the hub connects to an inner surface of the flange to align the hub to the flange.
5. The propshaft damper of claim 15 wherein the fastener is a nut and bolt configuration.
6. The propshaft damper of claim 15 wherein the hub includes a mounting surface for the fastener.
7. A method of assembling propshaft damper having a hub, an inertia ring and a flange, the method comprising the steps of:
applying a rubber track to an inner ring of the inertia ring, the rubber track having an inner surface;
applying a rubber surface to a plurality of apertures on the inertia ring;
connecting a first section of the hub to the inner surface of the rubber track; and
connecting a second section of the hub to an inner surface of the flange.
Priority Applications (1)
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US15/875,610 US20180142762A1 (en) | 2012-12-13 | 2018-01-19 | Propshaft damper and method of assembly |
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US201361776945P | 2013-03-12 | 2013-03-12 | |
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US15/019,723 US20160160960A1 (en) | 2012-12-13 | 2016-02-09 | Propshaft damper and method of assembly |
US15/875,610 US20180142762A1 (en) | 2012-12-13 | 2018-01-19 | Propshaft damper and method of assembly |
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US15/019,723 Division US20160160960A1 (en) | 2012-12-13 | 2016-02-09 | Propshaft damper and method of assembly |
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US15/019,723 Abandoned US20160160960A1 (en) | 2012-12-13 | 2016-02-09 | Propshaft damper and method of assembly |
US15/875,610 Abandoned US20180142762A1 (en) | 2012-12-13 | 2018-01-19 | Propshaft damper and method of assembly |
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US15/019,723 Abandoned US20160160960A1 (en) | 2012-12-13 | 2016-02-09 | Propshaft damper and method of assembly |
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US20160123405A1 (en) * | 2014-11-05 | 2016-05-05 | Dana Automotive Systems Group, Llc | Tube yoke assembly and driveshaft assembly formed therewith |
WO2018200249A1 (en) * | 2017-04-24 | 2018-11-01 | Bridgestone Americas Tire Operations, Llc | Tuned mass-spring damper |
US10677312B2 (en) * | 2018-02-15 | 2020-06-09 | General Electric Company | Friction shaft damper for axial vibration mode |
KR102619149B1 (en) * | 2021-08-27 | 2023-12-29 | 건영산업 주식회사 | Coupler for automobiles with composite vibration reduction and insert member separation prevention structure |
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- 2013-12-13 WO PCT/US2013/074877 patent/WO2014093745A1/en active Application Filing
- 2013-12-13 US US14/105,348 patent/US9267546B2/en not_active Expired - Fee Related
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DE4116841A1 (en) * | 1991-05-23 | 1992-11-26 | Opel Adam Ag | Homo-kinetic linkage for vehicle rear axle - which has flange assembly incorporating rubber elements in annular gap |
EP1280256A1 (en) * | 2001-07-26 | 2003-01-29 | Visteon Global Technologies, Inc. | Electric machine rotor with crankshaft torsional damper |
US20070163379A1 (en) * | 2005-11-21 | 2007-07-19 | Carl Freudenberg Kg | Device for dampening torsional vibrations and arrangement |
US8591344B2 (en) * | 2011-02-02 | 2013-11-26 | Carl Freudenberg Kg | Arrangement with a mass damper for canceling out torsional vibrations of a shaft |
Also Published As
Publication number | Publication date |
---|---|
EP2931581A4 (en) | 2017-02-01 |
US20140171208A1 (en) | 2014-06-19 |
US9267546B2 (en) | 2016-02-23 |
EP2931581B1 (en) | 2018-07-18 |
ES2691121T3 (en) | 2018-11-23 |
EP2931581A1 (en) | 2015-10-21 |
US20160160960A1 (en) | 2016-06-09 |
WO2014093745A1 (en) | 2014-06-19 |
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