WO1999041514A1 - Transmission a joint coulissant a systeme d'etancheite - Google Patents

Transmission a joint coulissant a systeme d'etancheite Download PDF

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Publication number
WO1999041514A1
WO1999041514A1 PCT/US1999/003082 US9903082W WO9941514A1 WO 1999041514 A1 WO1999041514 A1 WO 1999041514A1 US 9903082 W US9903082 W US 9903082W WO 9941514 A1 WO9941514 A1 WO 9941514A1
Authority
WO
WIPO (PCT)
Prior art keywords
driveline
slip
shaft
die
mounting
Prior art date
Application number
PCT/US1999/003082
Other languages
English (en)
Inventor
Bruce S. Giersch
Brian J. Thoele
John J. Crane
David Wilfong
Original Assignee
Rockford Powertrain, Inc.
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Rockford Powertrain, Inc. filed Critical Rockford Powertrain, Inc.
Priority to AU32919/99A priority Critical patent/AU3291999A/en
Publication of WO1999041514A1 publication Critical patent/WO1999041514A1/fr

Links

Classifications

    • 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
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C3/00—Shafts; Axles; Cranks; Eccentrics
    • F16C3/02—Shafts; Axles
    • F16C3/03—Shafts; Axles telescopic
    • 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
    • F16D3/02—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions
    • F16D3/06—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions specially adapted to allow axial displacement

Definitions

  • the present invention generally relates to drivelines used for transmitting power, and more particularly relates to slip drivelines.
  • Drivelines are generally used in vehicles to transfer rotational motion from a transmission to an axle. When the connection points are misaligned, loads are created in the driveline which tend to vary the rate of rotation.
  • the use of universal joints to compensate for misalignment is well known.
  • each yoke of a driveline is attached to a universal joint, substantially equal angles exist at both driveline connections and additional driveline loads are reduced or eliminated to allow a more consistent rotation rate.
  • the driveline is coupled via an elastomeric coupling to the engine flywheel.
  • the elastomeric coupling allows for angular, parallel, and axial misalignment. Unlike the universal joints, the elastomeric coupling additionally protects against torsional vibration and shock, thereby increasing equipment life in these vehicular and industrial driveline systems.
  • a typical elastomeric coupling such as the Dynaflex ® flexible couplings manufactured by Lord Corporation, have an elastomeric element bonded to a metal inner member which is then preloaded and friction-fit into a steel outer member. With this type of construction, misalignment and torsional shock loads are absorbed by shear deflection in the elastomeric element, thus protecting the driveline from these forces.
  • Such a coupling is particularly well suited to diesel driven applications where such forces are common, although use in other applications is also acceptable.
  • slip joint drivelines are used to allow the yokes to move toward and away from one another without affecting the capability of the driveline to transmit power. These slip joint drivelines typically have only a couple of inches of slip between retracted and extended positions, with a typical value being 1.12 inches.
  • Slip joint drivelines typically comprise male and female splined shafts connected to respective universal joint yokes, or to a universal joint yoke and to an elastomeric coupling yoke. The splined connection permits the shafts to transfer rotational motion while allowing relative sliding movement to accommodate differences in driveline length.
  • the elastomeric coupling yoke 50 comprises the female splined shaft portion of the slip joint driveline.
  • This coupling yoke 50 includes a mounting flange portion 52 which couples, typically by bolts, to the inner hub of the elastomeric coupling.
  • the coupling yoke 50 includes an extended end portion 56 to house the male splined shaft 54 and accommodate its translation (FIG. 7 illustrates a driveline in a fully contracted position).
  • the extended end portion 56 is positioned within and extends through the center hub of the elastomeric coupling to which flange 52 is bolted. Housed within the extended end portion 56 is an end block cup 58 which provides additional support and strength to block the contraction of the driveline.
  • the slip joint driveline has a translation of only a couple of inches, typically 1.12 inches, and because the extended end portion 56 must, in addition to accommodating the full translation of the male splined shaft 54, house the end block cup 58, the extended end portion 56 of the coupling yoke 50 cannot be fully withdrawn from the elastomeric coupling when the engine of the tractor is in place. Therefore, the insertion of the driveline extended end portion 56 through the elastomeric coupling must be accomplished with the engine pulled slightly from its normal position.
  • slip joint drivelines Another problem with slip joint drivelines is die need to prevent dirt, water, and other contaminants from infiltrating the splined connection.
  • a slip driveline extends, certain portions of the driveline are exposed to die elements.
  • any contaminants disposed on the exposed portions may be carried into the splined connection. Over time, me contaminants may weaken the splines, thereby lowering the load capacity of the driveline or causing premature failure. Accordingly, seals have been proposed to prevent contaminants from infiltrating the driveline.
  • driveline may create a vacuum in the inner bore which also resists movement of the male spline. In either situation, greater axial loads are placed on the driveline.
  • Conventional drivelines also require substantial investment in inventory to manufacture a complete family of drivelines sized for a particular load capacity. Each driveline family has a plurality of individual length drivelines, sometimes on the order of two dozen different length drivelines. Unfortunately, heretofore, each individual driveline had to be separately manufactured from individual components. The individual components, including for example the slip and stub shafts used in a particular driveline, were manufactured individually and were not interchangeable or easily adapted for use in other length drivelines.
  • Each driveline family may require 30-40 separate yoke shafts which must be individually forged and welded togetiier.
  • an extremely large inventory of individual parts were necessary to make a particular driveline family.
  • the inventory problem is exacerbated by the fact that, since each driveline family is sized for a particular load capacity, manufacturers required a plurality of driveline families to meet their load capacity requirements. Therefore, inventory requirements resulted in an excessive number of parts for making die driveline family.
  • a general aim of the present invention is to provide a novel permanently lubricated slip joint driveline which does not require periodic lubrication.
  • Another object of the present invention is to provide a driveline having an improved seal for preventing infiltration of contaminants while permitting air commumcation witii the interior of the driveline to prevent pneumatic lock.
  • an object of the present invention is to provide a novel seal which reliably seals the slip joint driveline.
  • a more specific object is to provide a modular driveline design which utilizes common components to manufacture a plurality of die different length drivelines. It is a related object to provide a streamlined method for assembling a family of drivelines.
  • FIGURE 1 is a partial sectional side view of a driveline in accordance with the present invention.
  • FIG. 2 is an enlarged sectional detail of d e driveline of FIG. 1 showing the seal of the present invention.
  • FIG. 3 is a front view of the seal in accordance with the present invention removed from the driveline assembly.
  • FIG. 4 is a sectional side view of the seal taken along line 4-4 of FIG. 3.
  • FIGS. 5 and 6 are cross-section view of a second embodiment of a driveline in accordance with the present invention positioned between retracted and extended positions, respectively.
  • FIG. 7 is a partial cross-section view of a typical slip joint driveline adapted for use with an elastomeric coupling.
  • FIG. 8 is a partial cross-section view of an embodiment of die instant invention adapted for use with an elastomeric coupling.
  • a slip joint driveline 10 is provided in accordance witii the present invention.
  • the driveline 10 comprises a weld yoke 12 and stub yoke 14 adapted for connection to universal joints.
  • a proximal end 20a of a hollow cylindrical tube 20 is rigidly attached to a collar 13 on the weld yoke 12 so that the tube 20 and yoke 12 rotate in unison together.
  • the tube 20 and yoke 12 are welded together at the collar 13.
  • the weld yoke 12 has a central bore 15.
  • a proximal end 16a of a slip or female shaft 16, having inwardly disposed or female splines 17, is rigidly attached to a distal end 20b of die hollow cylindrical tube 20.
  • the outer diameter of the proximal end 16a of die slip shaft 16 has a collar 21 for receiving the distal end 20b of the tube 20.
  • a stub or male shaft 18, having external or male splines 19, is rigidly attached to the stub yoke 14.
  • the proximal end 18a of die stub shaft has a close tolerance diameter adapted by machining for engaging a central splined bore 23 of the stub yoke 14.
  • proximal end 18a may be additionally or alternatively welded to insure that the stub shaft 18 is securely attached to the yoke 14.
  • the male splines 19 of the stub shaft 18 mechanically engage the female splines 17 of the slip shaft 16 so that the resulting splined connection 18, 19 transfers rotation and torque load between the stub yoke 14 and die weld yoke 12.
  • the splined connection 18, 19 also allows the stub and weld yokes 14, 12 to move axially with respect to one another, between an extended position generally shown in broken lines in Fig. 1 and a retracted position generally shown in solid lines in Fig. 1, to accommodate varying distances between the yokes 12, 14 during operation.
  • the precise length of the stub and slip shafts 18, 16 and die tube 16 may be adapted to suit me slip requirements and space constraints of a particular application. Such an arrangement compensates for applications in which there is misalignment between the connection points of the driveline without introducing forces in the drive shaft which tend to vary the rate of rotational transmission.
  • the bore 15 is sized to receive die distal end 18b of die male shaft 18 during die retracted position, thereby increasing and maximizing the operational slip of the driveline. More specifically, the bore 15 permits the driveline to ntinimize its retracted length while maintaining the overall extended length of the driveline.
  • die driveline has at least a 5 inch slip between retracted and extended positions, compared with many conventional drivelines which may have only two or three inches of slip. Therefore, a particular driveline may be utilized in a wider range of applications.
  • One basic driveline may be used in a number of different applications on a given machine. Thus, the manufacture must manufacture fewer models and customers must stock fewer drivelines and parts for repair.
  • the male spline 19 or female spline 17 is preferably coated with a polymer coating which enhances relative sliding movement between the slip and stub shafts 16, 18.
  • the polymer coating improves wear and fatigue resistance and reduces contact pressure between the slip and stub shafts 16, 18.
  • the polymer coating also reduces the thrust loading from the slip spline to help increase the life of other powertrain components such as transmissions and axles.
  • the polymer coating is Nylon 11 although otiier coatings will be known to those skilled in the art.
  • the female and male splines 17, 19 are also subjected to a unique hardening process which, in addition to the polymer coating, enhances the life of the drivelines. It is preferable that the splines have a hardness within the range of about 28-42 R ⁇ . It is preferred that an induction hardening process be utilized, although other hardening processes will be known to those skilled in the art including, for example, quench hardening.
  • a lubricant such as molybdenum disulfide
  • a cylindrical housing sleeve 22 is also rigidly attached to the rear of the stub yoke 14, by welding or odier attachment means, for substantially covering and restricting access to the sealing mechanism and the male and female splines 19, 17. As illustrated in FIG. 1, the sleeve 22 extends along a substantial portion of the stub shaft 18 and substantially covers the slip shaft 16 when the driveline 10 is assembled. The housing sleeve 22 protects the male and female splines 19, 17 from direct exposure to the outside environment.
  • a seal 25 is provided for preventing contaminants from infiltrating the driveline 10 through the small gap 32 defined between die inner diameter 31 of the sleeve 22 and the outer diameter 33 of die slip shaft.
  • the seal 25 is carried in groove 26 located on the outer diameter of the distal end 16b of the slip shaft 16.
  • the seal 25 has a generally annular base 27 and an inclined arm 28 projecting radially outward towards the inner diameter 31 of the housing sleeve 22.
  • the proximal end of the arm 27 tapers towards a flat face 30.
  • the flat face 30 is disposed at the outer end of the arm 28 for engaging the inner diameter 31.
  • the seal 25 presents a flat sliding face 30 for scraping contaminants from the inner diameter 31 of the housing sleeve 22.
  • the contact interface between the seal 25 and the housing sleeve 22 forms a cylindrical band which is larger than conventional edge-type seals. The increased contact area improves the engagement between the seal 25 and the housing sleeve 22 and provides superior sealing and scraping characteristics.
  • die arm 28 is sufficiently long to span the distance between the outer diameter 33 of the slip shaft 16 and the inner diameter 31 of the housing sleeve 22, while simultaneously permitting the arm 28 to slightly flex or bow upon engagement with the housing sleeve 22.
  • the tapered configuration of the arm insures that the flex occurs toward the distal end of die aim 27.
  • the combination of the foregoing arcuate configuration and the resilient material of the arm creates a slight torque on the sealing face which enhances the seal at the interface.
  • the sliding face 30 is slightly inclined before installation, as best shown in FIG. 4 to compensate for rotation resulting from the desired arcuate configuration.
  • the seal 25 presents a properly oriented sliding surface 30 upon engagement with the sleeve 22 during installation.
  • an angle of 6 degrees from a horizontal reference 34 has been found to be sufficient.
  • the improved seal 25 may restrict air movement through the gap 32 between the interior of the driveline 10 and the outside environment so that pneumatic lock may occur in response to axial movement of die driveline 10 between the extended and contracted positions. Therefore, in accordance with certain objects of the present invention, the seal 25 comprises means for communicating air pressure between the interior of the driveline 10 and die outside environment.
  • the air communicating means comprises at least one groove 40 spaced about an inner diameter 41 of the base 27. The grooves 40 extend entirely tiirough the base 27 (FIGS. 3 and 4) so that air may pass through the grooves 40 to prevent pneumatic lock situations.
  • the seal is disposed in the channel 26 so that the grooves 40 create a generally U-shaped path for air entering or exiting the driveline 10.
  • the relatively convoluted path allows air passage, but restricts passage of relatively large contaminants such as dust particles.
  • the seal should be capable of operating in extreme heat and cold and should preferably be capable of withstanding temperature ranges of -60 to 230° Fahrenheit. It has been found that seals made of nitrile rubber are suitable, although other suitable materials known in the art may also be used.
  • the seal 25 of the present invention lends itself to permanently lubricated drivelines by providing an improved barrier to contaminants while preventing pneumatic lock. This feature is especially advantageous in permanently lubricated slip drivelines which may not have grease fittings through which air may enter or escape.
  • the seal increases the contact area with the housing sleeve by providing a flat sliding surface better able to scrape contaminants from the sleeve as the driveline extends. Furthermore, the seal prevents pneumatic lock from occurring in the driveline by incorporating means for communicating air pressure between the interior of the driveline and the outside environment.
  • Figs. 5-6 illustrated an alternate embodiment of the driveline 110.
  • the second embodiment of die driveline has weld and stub yokes 12, 14 similar in the pertinent aspects to the first embodiment. However, the second embodiment lacks a housing sleeve and is intended to depict a relatively shorter driveline 110.
  • the proximal end 116a of die female spline 116 forms a shoulder on its outer diameter and a collar on its inner diameter for matingly
  • the housing sleeve 22 and the male shaft 18 are identical to the first embodiment except for their lengths.
  • the seal 25 is identical to the first embodiment.
  • Figs. 5-6 shows the driveline in the retracted and fully extended positions, respectively. It will be appreciated that the yoke bore 15 permits the driveline 110 to retract to a smaller length than conventional yokes lacking the bore. Thus, a particular driveline may be used for applications requiring its minimum length while maintaining the overall extended length.
  • a family of drivelines which utilizes a modular concept to minimize the number of elements necessary to manufacture a complete line of drivelines.
  • the family preferably comprises the first and second sub-families corresponding to the first embodiment shown in Fig. 1 and the second embodiment shown in Fig. 2, but may include other such sub-families.
  • the complete driveline family may be manufactured using the weld and stub yokes 12, 14, female shafts 16 and 116, tube 20, male shaft 18, housing sleeve 22, and a seal 25.
  • the cylindrical tube 20 and housing sleeve 22 may be manufactured in relatively long sections and preferably are 15-20 feet in length.
  • the tube 20 may be subsequently cut to the desired length and are preferably cut in lengths from about 2 to about 70 inches.
  • the sleeve 22 may be subsequently cut to the desired length and are preferably cut in lengths from about 3 to about 10 inches.
  • the male shafts 18 may be cold formed or hobbed as splined bars.
  • the splined bars may be manufactured in lengti s from about 8 to about 12 feet, and preferably may be cut in lengths of about 4 to about 15 inches. After the bars are cut to the desired length, the proximal end 18a may be cut to die desired diameter for press fit engagement with the stub yoke bore 23. It will be appreciated tiiat the press fit attachment eliminates costly and time
  • the male shaft 18 may be welded to insure the fixed attachment.
  • the female shaft 16 used in the first sub-family and the female shaft 116 used in the second sub-family use the same stock material and may be manufactured in lengths from about 10 to about 20 feet and subsequently cut from about 4 to about 15 inches.
  • the outer diameter may be cut to achieve the desired collar 21 at the proximal end 20a and the groove 26 at the distal end 20b.
  • the cut bar 116 is counter-bored to form the cavity 116a dimensioned to receive the weld yoke collar 13.
  • the cut bar is also turned to form the necked down diameter and cut to form the groove 26.
  • the bars are broached to form the female splines.
  • the shaft 16 may be attached to die tube 20 using conventional welding metiiods and die like.
  • the cut male or female shafts are coated with the polymer coating before they are subsequently assembled.
  • the coated male shaft is then slidably inserted or pressure fit into the female shaft.
  • the driveline may be used in its desired application.
  • FIG. 8 One such application of an embodiment of the instant invention is illustrated in FIG. 8.
  • the hollow cylindrical tube 20 includes a swaged portion 60 near the proximal end 20a thereof.
  • This tube 20 serves as a means to allow the slip joint driveline of the instant invention to be adapted for use with various sizes of elastomeric couplings in keeping with the family approach described above. While the embodiment illustrated in FIG.
  • this swaged portion 60 includes a widening of the outer diameter of die tube 20 to accommodate a larger diameter coupling.
  • the hollow cylindrical tube 20 is
  • the mounting yoke 62 includes a mounting flange portion 64 which defines a mounting bolt pattern suited to allow it to be secured to an elastomeric coupling, which is preferably coupled to the flywheel of an engine.
  • the mounting yoke additionally preferably includes an end plateau portion 66 which is designed to seat witiiin the inner diameter of the inner mounting collar of an elastomeric coupling. Once this end plateau portion 66 is seated within the elastomeric coupling, the driveline is secured thereto by appropriate means, such as bolts.
  • This bolting process is accommodated by the swaged portion 60 of tube 20 by narrowing the outer diameter of tube 20 for a sufficient length to allow clear access to the bolt holes 68 with both the mounting bolts and the tool required to drive them.
  • die engine and d e drive axial may be secured within the vehicle without regard to the installation of the driveline.
  • d e driveline may then be installed by retracting the driveline, positioning the driveline in alignment with the coupling to the engine and the drive axial, coupling the driveline to the drive axial, and extending the driveline until the end plateau portion 66 is positioned within the inner diameter of me coupling on the flywheel.
  • the driveline is then secured to the coupling. Maintenance, removal, and repair are also facilitated by the driveline of the embodiment of FIG. 8.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Abstract

L'invention concerne une transmission à joint coulissant destinée à être montée entre deux joints universels (12, 14). Cette transmission est équipée d'un joint d'étanchéité amélioré (25) qui évite les infiltrations de contaminants. Ledit joint d'étanchéité est monté sur un arbre coulissant (18) et présente une surface plate qui frotte contre un manchon d'enveloppe (22) de manière à augmenter l'interface d'étanchéité, moyennant quoi le frottement entre le manchon et le joint d'étanchéité est accru. En outre, le joint d'étanchéité assure un verrouillage pneumatique dans la transmission via un système d'application de pression d'air entre l'intérieur de la transmission et l'environnement extérieur. L'invention concerne également une série de transmissions équipées des éléments suivants : fourche de soudure, extrémité de soudure, manchon d'enveloppe cylindrique (22), arbre femelle (16) à cannelures femelles, et arbre mâle (18) à cannelures mâles aux fins d'entraînement coulissant avec les cannelures femelles de l'arbre femelle. On peut établir plusieurs configurations de transmissions individuelles ayant une longueur spécifique en coupant le manchon ainsi que les arbres femelle et mâle pour leur donner la longueur désirée avant l'assemblage de chaque transmission individuelle.
PCT/US1999/003082 1998-02-12 1999-02-11 Transmission a joint coulissant a systeme d'etancheite WO1999041514A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU32919/99A AU3291999A (en) 1998-02-12 1999-02-11 Slip driveline with a seal arrangement

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US2251798A 1998-02-12 1998-02-12
US09/022,517 1998-02-12

Publications (1)

Publication Number Publication Date
WO1999041514A1 true WO1999041514A1 (fr) 1999-08-19

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ID=21809989

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US1999/003082 WO1999041514A1 (fr) 1998-02-12 1999-02-11 Transmission a joint coulissant a systeme d'etancheite

Country Status (2)

Country Link
AU (1) AU3291999A (fr)
WO (1) WO1999041514A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1031747A3 (fr) * 1999-02-23 2000-12-27 Matsui Universal Joint Corporation Arbre moteur et méthode pour produire cet arbre
ITMI20111774A1 (it) * 2011-09-30 2013-03-31 Fb Design Srl Trasmissione nautica del tipo a stelo orientabile, o "pod", a ridotto ingombro longitudinale
CN114508551A (zh) * 2022-02-14 2022-05-17 东风柳州汽车有限公司 一种传动机构及变速箱总成

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4913671A (en) * 1988-04-07 1990-04-03 Brunswick Corporation Marine drive with lubricated output coupler
DE3834919A1 (de) * 1988-10-13 1990-04-19 Man Nutzfahrzeuge Ag Antriebsstrang mit drehelastischer kupplung und gelenkwelle
DE3909931A1 (de) * 1989-03-25 1990-09-27 Daimler Benz Ag Wellen-naben-dichtung
US5299982A (en) * 1991-08-15 1994-04-05 Burton Robert A Slip joint seal for a driveshaft
US5643093A (en) * 1995-10-19 1997-07-01 Dana Corporation Aluminum driveshaft having reduced diameter end portion
US5655968A (en) * 1994-06-30 1997-08-12 Burton; Robert A. Driveshaft with sealed slip joint seal
WO1998048186A1 (fr) * 1997-04-21 1998-10-29 Rockford Powertrain, Inc. Arbre de transmission a glissement inverse

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4913671A (en) * 1988-04-07 1990-04-03 Brunswick Corporation Marine drive with lubricated output coupler
DE3834919A1 (de) * 1988-10-13 1990-04-19 Man Nutzfahrzeuge Ag Antriebsstrang mit drehelastischer kupplung und gelenkwelle
DE3909931A1 (de) * 1989-03-25 1990-09-27 Daimler Benz Ag Wellen-naben-dichtung
US5299982A (en) * 1991-08-15 1994-04-05 Burton Robert A Slip joint seal for a driveshaft
US5655968A (en) * 1994-06-30 1997-08-12 Burton; Robert A. Driveshaft with sealed slip joint seal
US5643093A (en) * 1995-10-19 1997-07-01 Dana Corporation Aluminum driveshaft having reduced diameter end portion
WO1998048186A1 (fr) * 1997-04-21 1998-10-29 Rockford Powertrain, Inc. Arbre de transmission a glissement inverse

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1031747A3 (fr) * 1999-02-23 2000-12-27 Matsui Universal Joint Corporation Arbre moteur et méthode pour produire cet arbre
US6280339B1 (en) 1999-02-23 2001-08-28 Matsui Universal Joint Corporation Driving shaft with male and female shaft members
US6699340B2 (en) 1999-02-23 2004-03-02 Matsui Universal Jonit Corporation Method for producing driving shaft with male and female shaft member
ITMI20111774A1 (it) * 2011-09-30 2013-03-31 Fb Design Srl Trasmissione nautica del tipo a stelo orientabile, o "pod", a ridotto ingombro longitudinale
WO2013046151A1 (fr) * 2011-09-30 2013-04-04 Fb Design S.R.L. Transmission nautique pour propulsion en nacelle, à dimensions longitudinales réduites
CN114508551A (zh) * 2022-02-14 2022-05-17 东风柳州汽车有限公司 一种传动机构及变速箱总成

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Publication number Publication date
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