WO2021115817A1 - Arrangement d'arbre d'entraînement pour un véhicule à moteur - Google Patents

Arrangement d'arbre d'entraînement pour un véhicule à moteur Download PDF

Info

Publication number
WO2021115817A1
WO2021115817A1 PCT/EP2020/083893 EP2020083893W WO2021115817A1 WO 2021115817 A1 WO2021115817 A1 WO 2021115817A1 EP 2020083893 W EP2020083893 W EP 2020083893W WO 2021115817 A1 WO2021115817 A1 WO 2021115817A1
Authority
WO
WIPO (PCT)
Prior art keywords
joint
drive shaft
joints
phase position
arrangement
Prior art date
Application number
PCT/EP2020/083893
Other languages
German (de)
English (en)
Inventor
Orkan Eryilmaz
Thomas Weckerling
Anna Gremmelmaier
Hans-Jürgen POST
Wolfgang Hildebrandt
Original Assignee
Gkn Driveline International Gmbh
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 Gkn Driveline International Gmbh filed Critical Gkn Driveline International Gmbh
Priority to CN202080086295.2A priority Critical patent/CN114746660A/zh
Publication of WO2021115817A1 publication Critical patent/WO2021115817A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/22—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of main drive shafting, e.g. cardan shaft
    • 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
    • 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

Definitions

  • the invention relates to a drive shaft arrangement for a motor vehicle.
  • the drive shaft arrangement comprises at least a first joint in the form of a constant velocity sliding joint with a first outer part and a first inner part, a second joint in the form of a constant velocity sliding joint with a second outer part and a second inner part and a connecting shaft extending along an axial direction between a first end and a second end which is connected in a torque-transmitting manner to the first joint via the first end and to the second joint via the second end.
  • drive shaft assemblies are used in particular for the transmission of torque from a drive unit to a wheel.
  • drive shaft assemblies for front and rear-wheel drive vehicles as well as for all-wheel drive vehicles are known.
  • the drive shaft assemblies have constant velocity universal joints and connecting shafts.
  • the connecting shafts extend transversely to the longitudinal axis of a motor vehicle and essentially parallel to the front and / or rear axle of a motor vehicle (side shaft arrangement).
  • each driven wheel has its own drive shaft arrangement.
  • the connec tion shaft can also be used to transmit torque in the longitudinal direction of the motor vehicle (propshaft arrangement).
  • the drive shaft assemblies extend, starting from a transmission or from a differential, in the direction of a respective wheel.
  • the gear or the differential is connected to the connecting shaft via a differential / gear-side constant velocity swivel joint (first joint).
  • This connection shaft is connected to the wheel via a constant velocity swivel joint on the wheel side (second joint).
  • This arrangement of the constant velocity universal joints allows torques to be transmitted even when the wheel is pivoted relative to the differential / gear.
  • Displacements in the axial direction of the connecting shaft can be compensated for by constant velocity swivel joints in the form of constant velocity displacement joints. If constant velocity displacement joints are arranged on both sides of the connecting shaft, the connecting shaft will float.
  • the constant velocity universal joints are arranged in drive shaft assemblies in such a way that the connecting shaft is connected to the respective internal joint parts of the constant velocity universal joints.
  • the outer joint part of the constant velocity universal joint on the wheel side is connected to a second connection shaft and transmits torque to the wheel.
  • a first connection shaft is connected to the outer joint part of a transmission / differential side constant velocity universal joint and transmits the torque from the first connection shaft to the connecting shaft.
  • Such known sideshaft assemblies are shown in FIGS. 1, 2, 3 and 6. These arrangements have been chosen for a long time and to this day for the following reasons: the outer joint parts are usually integrally formed together with the respective connecting shafts, so that two components integrating several functions are provided here. These integral components have different functions and functional surfaces.
  • a flow of power over the drive shaft arrangement with such differently aligned joints takes place starting from the outer part of the first joint via the inner part to the connecting shaft and via the inner part of the second joint to its outer part.
  • the individual constant velocity displacement joints can act on the floating connecting shaft with different cyclical axial forces.
  • the cyclical axial forces generated by the respective joint depend in particular on the following factors: torque, flexion angle (i.e. the angle between an axis of rotation of the inner part compared to the outer part of a respective joint), the rotational position of each joint (phase position) and the direction of the power flow (i.e. from the outer part to the inner part or from the inner part to the outer part).
  • a drive shaft arrangement with the features according to patent claim 1 contributes to the solution of these objects.
  • Advantageous further developments are the subject of the dependent claims.
  • the features listed individually in the patent claims can be combined with one another in a technologically sensible manner and can be supplemented by explanatory facts from the description and / or details from the figures, with further design variants of the invention being shown.
  • a drive shaft arrangement for a motor vehicle is proposed, at least comprising:
  • a first joint in the form of a constant velocity displacement joint with a first outer part and a first inner part
  • a connecting shaft which extends along an axial direction between a first end and a second end and which is connected in a torque-transmitting manner via the first end to the first joint and via the second end to the second joint.
  • the first joint and the second joint are arranged in the same direction in the drive shaft arrangement, so that the connecting shaft is connected at one end to one of the outer parts and at the other end to one of the inner parts.
  • the connecting shaft extends in particular transversely to the longitudinal axis of a motor vehicle and essentially parallel to the front and / or rear axle of a motor vehicle (side shaft arrangement).
  • each driven wheel has its own drive shaft arrangement.
  • the connecting shaft can also be used to transmit a torque in Longitudinal direction of the motor vehicle are used (longitudinal shaft arrangement).
  • the joints of the drive shaft assembly are constant velocity sliding joints, i. H. the inner part is displaceable relative to the outer part in the axial direction.
  • the displacement is at least 3.0 mm [millimeters] in each direction, starting from the position of the inner part and outer part, in which the roller bodies of the joint (balls or roller bodies) lie in a joint center plane.
  • the total displacement is therefore at least 6.0 mm. In particular, the total displacement is at least 10.0 mm.
  • the joints can be designed in the manner of a known constant velocity sliding joint.
  • the joints can e.g. B. be designed in the manner of a tripod joint or a ball joint.
  • Each joint can have a specific phase position (position of rotation or angle of rotation, 0 to 360 degrees).
  • the phase position is determined by a position of the roller body or ball tracks in relation to a circumferential direction.
  • There is one for an outer part and an inner part The phase position of the joint is the same in each case, since these parts are arranged in a form-fitting manner relative to the circumferential direction via the roller bodies or balls.
  • different phase positions of the joints and when there is a flexion angle greater than zero between the rotational axes of the inner parts and the outer parts
  • different cyclic axial forces are produced.
  • the phase position of the joints is the same when the same joints are arranged in the same way with respect to a circumferential direction.
  • Fig. 4 and Fig. 7 different phase positions are shown for the same joints.
  • Fig. 4 shows e.g. B. exemplarily for both joints the phases were zero degrees, while Fig. 7 z. B. for one joint the phase position was zero degrees and for the other joint the phase position 180 Win angle degrees shows.
  • the joints are thus arranged rotated by an angle of rotation around the circumferential direction of 180 degrees.
  • the cyclical axial forces are caused by friction between the roller bodies or the balls of the joint with the Kugelbah NEN in the outer part and in the inner part.
  • the forces that occur vary by rotating the joint around the axis of rotation by 360 degrees. The friction depends on the torque, the speed and the flexion angle.
  • each joint has a phase position of the outer part and the inner part that is determined relative to a circumferential direction, a first phase position of the first joint and a second phase position of the second joint being set so that during operation of the drive shaft assembly there are voltage occurring at each joint and acting on the connecting shaft cyclical axial forces cancel each other out as much as possible.
  • the used joints used in a certain orientation to each other or to obstruct This specific orientation can be defined or determinable for each type of joint (Rzeppa principle, Weiss principle; DO joint; VL / opposing path joint; tripod joints; bipod joints; all sliding joint types).
  • the orientation of the joints to one another i.e. the phase position of each joint in relation to one another) can be examined in the context of model or actual tests for the generation of cyclical axial forces.
  • phase position is ultimately determined for each joint of the drive shaft arrangement, for which the lowest possible resulting cyclic axial force is expected.
  • the phase positions of the joints of a drive shaft arrangement do not change during the operation of the drive shaft arrangement, but are permanently fixed.
  • a phase position can only be set with a certain tolerance. This tolerance can e.g. B. be conditioned by a spline between the connecting shaft and the respective joint parts that are connected to the ends of the connecting shaft.
  • the joint arranged at the end of the connecting shaft can only be arranged rotated by at least one tooth of the spline relative to the connecting shaft.
  • each joint has a phase position of the outer part and inner part which is determined relative to a circumferential direction, the first joint having a first phase position and the second joint having a second phase position.
  • the setting of the first phase position and the second phase position has a tolerance in relation to mutual alignment (which, for example, is aimed at the most extensive possible cancellation of the cyclical axial forces acting on the connecting shaft) of at most 10 degrees, preferably of at most 5 degrees.
  • each joint of the drive shaft assembly is a (known) tripod joint, at least comprising an outer part with outer roller tracks and an inner part with an axis of rotation and three pins each with a pin axis, the pin axes extending transversely to the axis of rotation a roller body is arranged, which is at least displaceable (if necessary also tiltable; e.g. in the case of AAR joints - angularly adjusted roller) in a respective roller conveyor.
  • the joints are arranged on the connecting shaft in such a way that the first phase position and the second phase position are offset from one another by 180 degrees (possibly deviating by a tolerance of at most 10 degrees, i.e. from 170 to 190 degrees).
  • the second joint should be arranged in such a way that a pin axis of the second joint extends downwards (angular position 180 angular degrees; possibly deviating by a tolerance of at most 10 angular degrees) .
  • each joint is a (known) ball joint, at least comprising an outer part with outer ball tracks and an inner part with inner ball tracks, at least one ball being arranged between an outer ball track and an inner ball track, which together form a pair of tracks is.
  • each joint is a (known) counter track joint, with a group of first track pairs, whose ball tracks open to an opening side of the joint, and a group of second track pairs, whose ball tracks open to a connection side of the joint.
  • counter track joints with 4, 6, 8, 10 and 12 (or more) balls are known.
  • Known counter track joint types are, for. B. SX6, SX8, VLi, VL3 etc.
  • opening of the pairs of tracks refers to the direction of force with which the ball acts on the cage window.
  • SX joint types with curved longitudinal track cross-sections as well as to VL types with straight tracks that are tangentially crossed, as well as to VL3 types with radially crossed tracks.
  • the first phase position and the second phase position are offset from one another by 180 angular degrees (possibly deviating by a tolerance of at most 10 angular degrees).
  • Such a counter rail joint has z. B. 6 or 10 pairs of tracks.
  • a first ball track of the first joint at an Winkelpo position of zero degrees the second joint should be arranged so that a first ball track of the second joint at an angular position of 180 degrees (possibly deviating by a tolerance of at most 10 Angular degrees) is arranged.
  • the first phase position and the second phase position are around zero degrees (possibly deviating by Tolerance of a maximum of 10 angular degrees) offset from one another.
  • Such a counter track joint has z. B. 4, 8 or 12 pairs of tracks.
  • the second joint should be arranged so that a first ball track of the second joint also at an angular position of zero angular degrees (possibly deviating by a tolerance of at most 10 Angular degrees) is arranged.
  • the ball tracks of the outer part and the inner part of each joint have a constant distance along their extension to an axis of rotation of the respective joint part, i.e. the outer part or the inner part (e.g. a known DO joint - with an axis running parallel to the axis of rotation Ball tracks).
  • the ball tracks extend exclusively along the axis of rotation or parallel to it (that is, not at least partially in the circumferential direction or in the radial direction) - DO joint.
  • the first phase positions and the second phase position are then offset by zero degrees (possibly deviating by a tolerance of no more than 10 degrees).
  • the first phase positions and the second phase position are offset from one another by 180 degrees (possibly deviating by a tolerance of no more than 10 degrees) for an odd number of path pairs (3, 5, 7, 9, 11 and more).
  • Is z. B. (with an even number of pairs of tracks) a first ball track of the first joint is arranged at an angular position of zero angular degrees, the second joint should be arranged in such a way that a first ball track of the second joint is also at an angular position of zero angular degrees ( possibly deviating by the tolerance of a maximum of 10 angular degrees) is arranged.
  • a first ball track of the first joint is arranged at an angular position of zero degrees
  • the second joint should be arranged so that a first ball track of the second joint at an angular position of 180 degrees (possibly deviating by the tolerance of a maximum of 10 angular degrees) is arranged (with an uneven number of path pairs).
  • twin-ball joints with a plurality of track pair pairs.
  • the respective pairs of the joints should be offset from one another by 0 angular degrees (possibly deviating by a tolerance of at most 10 angular degrees) (i.e. in the same angular position).
  • the joints should be offset from one another by 180 degrees (possibly deviating by a tolerance of at most 10 degrees).
  • the joints are each (known) cage-free (ball-synchronous) joints.
  • the first phase positions and the second phase position are then offset from one another by 180 angular degrees (possibly deviating by the tolerance of at most 10 angular degrees).
  • the second joint should be arranged so that a first ball track of the second joint at one Angular position of 180 angular degrees (possibly deviating by the tolerance of a maximum of 10 angular degrees) is arranged.
  • the joints are designed identically, at least with regard to the joint type (i.e., for example Rzeppa principle, Weiss principle; or DO / VL / opposing path joint, tripod joint; bipod joint; sliding joint).
  • the joints are designed to be identical overall, it only being possible for connection dimensions (e.g. towards a first connection shaft or a second connection shaft) to be different, if necessary.
  • the drive shaft arrangement comprises a longitudinal shaft arrangement or a side shaft arrangement.
  • the connecting shaft is positioned between the joints relative to the axial direction via at least one elastically resilient element.
  • the resilient element can, for. B. be a spring which is arranged within the Ge joint between the inner part and the outer part.
  • a sealing element for. B. a thermoplastic sealing element, e.g. B. a rolling bellows or a bellows can be realized.
  • a motor vehicle having at least one drive unit and a plurality of wheels, at least one wheel being drivable via the drive unit. At least the drive shaft arrangement described is arranged between the drive unit and at least one of the wheels.
  • first”, “second”, ...) primarily (only) serve to differentiate between several similar objects, sizes or processes, so in particular no dependency and / or sequence of these objects, sizes or prescribe mandatory processes for each other. Should a dependency and / or sequence be required, this is explicitly stated here or it is obvious to the person skilled in the art when studying the specifically described embodiment. If a component can occur more than once (“at least one”), the description of one of these components can apply equally to all or part of the majority of these components, but this is not mandatory.
  • indefinite articles (“a”, “an”, “an” and “an”), especially in the patent claims and the description reproducing them, is to be understood as such and not as a numerical word.
  • the terms or components introduced with it are therefore to be understood in such a way that they are present at least once and, in particular, can also be present several times.
  • Fig. 2 a known second variant embodiment of a drive shaft arrangement in a motor vehicle
  • FIG. 3 a known third variant embodiment of a drive shaft arrangement in a motor vehicle
  • FIG. 4 the drive shaft arrangement according to FIG. 3 in operation, the phase positions of the joints being shown
  • FIG. 3 a known third variant embodiment of a drive shaft arrangement in a motor vehicle
  • Fig. 5 curves of the cyclical axial forces of the joints of the drive shaft arrangement according to Figure 3 and the resulting cyclical axial force acting on the connec tion shaft;
  • FIG. 7 the drive shaft arrangement according to FIG. 6 in operation, the phase positions of the joints being shown;
  • Fig. 8 curves of the cyclic axial forces of the joints of the drive shaft arrangement according to Fig. 4 and the resulting cyclic axial force acting on the connec tion shaft;
  • FIG. 11 a sixth variant embodiment of a drive shaft arrangement
  • FIG. 12 curves of the cyclic axial forces of the joints of the drive shaft arrangement according to FIG. 11 and the resulting cyclic axial force acting on the connecting shaft
  • FIG. 13 shows a seventh variant embodiment of a drive shaft arrangement
  • 19 shows an eleventh variant embodiment of a drive shaft arrangement, the phase positions of the joints being shown; 20: a twelfth variant embodiment of a drive shaft arrangement, the phase positions of the joints being shown;
  • the drive shaft arrangement 1 shows a known first variant of a drive shaft arrangement 1 in a motor vehicle 2.
  • the drive shaft arrangement 1 extends from a differential 30 in the direction of a respective wheel 29.
  • the differential is connected to a drive unit 28 via an indicated drive shaft.
  • the differential 30 is connected to the connecting shaft 9 via a first joint 3 on the differential side.
  • This connection shaft 9 is connected to the wheel 29 via a second joint on the wheel side.
  • This arrangement of the joints 3, 6 allows torques to be transmitted even when the wheel 29 is pivoted relative to the differential 30.
  • Displacements in the axial direction 10 of the The connecting shaft 9 can be compensated for by the joints 3, 6 in the form of constant velocity sliding joints. Constant velocity displacement joints are arranged on both sides of the connec tion shaft 9, so that the connection shaft 9 is arranged in a floating manner (ie between the joints 3, 6 can be displaced in the axial direction 10).
  • the second outer part 7 of the second joint 6 on the wheel side is connected to a second connection shaft and transmits torque to the wheel 29.
  • a first connection shaft is connected to the first outer part 4 of the first joint 3 on the differential side and transmits the torque from the first connection shaft to the connection shaft 9.
  • a power flow via the drive shaft assembly 1 with such differently aligned joints 3, 6 takes place starting from the first outer part 4 of the first joint 3 via the first inner part 5 to the connecting shaft 9 and via the second inner part 8 of the second joint 6 to the second outer part 7.
  • Fig. 2 shows a known first embodiment of a drive shaft arrangement 1 in a motor vehicle.
  • the joints 3, 6 are designed as tripod joints, wherein the connecting shaft 9 is positioned between the joints 3, 6 opposite the axial direction 10 via an elastically resilient element 27, which is arranged in the respective joint 3, 6 between the outer part 4, 7 and the inner part 5, 8.
  • FIG. 3 shows a known third embodiment of a drive shaft arrangement 1 in a motor vehicle 2.
  • Fig. 4 shows the drive shaft arrangement 1 according to FIG. 3 in operation, the phase positions 14, 15 of the joints 3, 6 being shown.
  • Fig. 5 shows curves of the cyclical axial forces 16 of the joints 3, 6 of the drive shaft arrangement 1 according to FIG. 3 and the resulting cyclical axial force 16 acting on the connecting shaft 9.
  • FIGS. 3 to 5 are jointly described below. Reference is made to the statements relating to FIG. 2.
  • the phase position 14, 15 of the joints 3, 6 designed as tripod joints is shown in FIG. 4. On the left side below the second joint 6 and on the right side below the first joint 3, each in a view along the axis of rotation 18, is shown.
  • the tripod joints 3, 6 include an outer part 4, 7 with outer roller tracks and an inner part 4, 8 with an axis of rotation 18 and three pins 19 each with a pin axis 20 (each marked with 1, 2 and 3), the pins Axes 20 extend transversely to the axis of rotation 18, with a roller body 21 being arranged on each pin 20, which is arranged at least displaceably (if necessary also tiltable; e.g. with AAR joints - angularly adjusted roller) in a respective roller conveyor.
  • the joints 3, 6 are arranged on the connecting shaft 9 in such a way that the first phase position 14 and the second phase position 15 are offset from one another by zero degrees.
  • Each joint 3, 6 has a relative to a circumferential direction 13 be certain phase position 14, 15 between the outer part 4, 7 and the inner part 5, 8 on.
  • phase positions 14, 15 of the joints 3, 6 of a drive shaft arrangement 1 do not change during the operation of the drive shaft arrangement 1, but are permanently fixed.
  • a phase position 14, 15 can only be set with a certain tolerance 17. This tolerance 17 can, for.
  • the joint part 4, 5, 7, 8 arranged at the end 11, 12 of the connecting shaft 9 can only be arranged rotated by at least one tooth of the spline relative to the connecting shaft 9.
  • Fig. 5 are for different phase positions 14, 15 of the joints 3, 6 (rotational positions) and when there is a flexion angle 31 greater than zero (see Fig. 4) between the axes of rotation 18 of the inner parts 5, 8 and the outer lubmaschine 4, 7 different cyclical axial forces 16 caused.
  • the upper diagram in FIG. 5 shows the course of the axial force 16 in the first joint 3 as a function of the first phase position 14.
  • the middle diagram shows the course of the axial force 16 in the second joint 6 as a function of the second phase position 15.
  • the lower diagram shows the course of the axial force 16 acting on the connecting shaft 9 as a function of the phase position 14, 15 of the joints 3, 6.
  • FIG. 6 shows a known fourth embodiment of a drive shaft arrangement 1 in a motor vehicle 2.
  • FIG. 7 shows the drive shaft arrangement 1 according to FIG. 6 in operation, the phase positions 14, 15 of the joints 3, 6 being shown.
  • 8 shows profiles of the cyclical axial forces 16 of the joints 3, 6 of the drive shaft arrangement 1 according to FIG. 4 and the resulting cyclic axial force 16 acting on the connecting shaft 9.
  • FIGS. 6 to 8 are described together below. Reference is made to the statements relating to FIGS. 3 to 5.
  • the joints 3, 6 are senlagen 14, 15 arranged here in different Pha.
  • a pin axis 20 of the first joint 3 extends vertically upwards (angular position zero angular degrees), the second joint 6 being arranged such that a pin axis 20 of the second joint 6 extends downward (angular position 180 angular degrees).
  • Fig. 9 shows a fifth embodiment of a Antriebswellenanord voltage 1.
  • Fig. 10 shows curves of the cyclical axial forces 16 of the Ge joints 3, 6 of the drive shaft assembly 1 according to FIG. 9 and the resulting cyclic axial force acting on the connecting shaft 9 16 the statements relating to FIGS. 1 to 8 are referred to. FIGS. 9 and 10 are described together below.
  • the drive shaft arrangement 1 comprises a first joint 3 in the form of a constant velocity displacement joint with a first outer part 4 and a first inner part 5, a second joint 6 in the form of a constant velocity displacement joint with a second outer part 7 and a second inner part 8 and a connecting shaft 9, which extends along an axial direction 10 between a first end 11 and a second end 12 and via the first end 11 with the first joint 3 and via the second End 12 is connected to the second joint 6 in a torque-transmitting manner.
  • the first joint 3 and the second joint 6 are arranged in the same direction in the drive shaft arrangement 1, so that the connecting shaft 9 is connected at the first end 11 to the first outer part 4 and at the second end 12 to the second inner part 8.
  • Fig. 11 shows a sixth embodiment of a drive shaft arrangement 1.
  • Fig. 12 shows curves of the cyclic axial forces 16 of the joints 3, 6 of the drive shaft arrangement 1 according to FIG. 11 and the resulting cyclic axial force 16 acting on the connecting shaft 9 11 and 12 are described together below. Reference is made to the remarks relating to FIGS. 9 and 10.
  • FIGS. 9 to 12 tripod joints are shown in each case.
  • the joints 3, 6 are arranged the other way around compared to FIG. 9.
  • Fig. 13 shows a seventh variant embodiment of a Antriebswellenanord voltage 1.
  • Fig. 14 shows curves of the cyclic axial forces 16 of the joints 3, 6 of the drive shaft arrangement 1 according to FIG. 13 and the resulting cyclic axial force acting on the connec tion shaft 9 16.
  • Fig. 15 shows an eighth embodiment variant of a drive shaft arrangement 1.
  • FIG. 16 shows curves of the cyclic axial forces 16 of the joints 3, 6 of the drive shaft arrangement 1 according to FIG. 15 and of the resulting cyclic axial force 16 acting on the connecting shaft 9 are described together below. Reference is made to the statements relating to FIGS. 9 to 12.
  • the joints 3, 6 are not only in the same direction but also arranged with different phase positions 14, 15 (see FIGS.
  • Each joint 3, 6 has a specific phase position 14, 15 of outer part 4, 7 and inner part 5, 8 with respect to a circumferential direction 13, a first phase position 14 of the first joint 3 and a second phase position 15 of the second joint 6 being set in this way that during operation of the drive shaft arrangement 1 occurring at each joint 3, 6 and acting on the connecting shaft 9 cyclical axial forces 16 cancel each other out as far as possible. 14 and 16 it can be seen that the axial forces 16 acting on the connecting shaft 9 cancel each other out, so that the resulting axial force 16 is zero or is completely canceled.
  • Fig. 17 shows a ninth embodiment of a Antriebswellenanord voltage 1 wherein the phase positions 14, 15 of the joints 3, 6 are shown.
  • Fig. 18 shows a tenth embodiment of a Antriebswellenanord voltage 1 wherein the phase positions 14, 15 of the joints 3, 6 are shown.
  • Fig. 19 shows an eleventh embodiment of a Antriebswellenanord voltage 1 wherein the phase positions 14, 15 of the joints 3, 6 are shown.
  • Fig. 20 shows a twelfth embodiment of a Antriebswellenanord voltage 1 wherein the phase positions 14, 15 of the joints 3, 6 are shown.
  • FIGS. 17 to 20 are described jointly below.
  • each joint 3, 6 is a known ball joint, to summarize an outer part 4, 7 with outer ball tracks and an inner part 5, 8 with inner ball tracks, with between an outer ball track and an inner ball track, which together form a pair of tracks 22, 23, at least one ball 24 is arranged.
  • Each joint 3, 6 is a known counter track joint, with a group of first Track pairs 22, the ball tracks of which open towards an opening side 25 of the joint 3, 6, and a group of second track pairs 23, the ball tracks of which open to a connection side 26 of the joint 3, 6.
  • Fig. 17 and 18 joints 3, 6 with six pairs of tracks 22, 23 are Darge provides.
  • the first phase position 14 and the second phase position 15 are offset by 180 degrees from one another so that the resulting axial force 16 can be reduced to zero or the axial forces 16 of the two joints 3, 6 essentially cancel each other out .
  • Fig. 17 shows this arrangement in which the axial forces 16 cancel each other out.
  • Fig. 18 shows the arrangement in which the first phase position 14 and the second phase position 15 are offset from one another by zero degrees and in which a resulting axial force 16 is still present.
  • Fig. 19 and 20 joints 3, 6 with eight pairs of tracks 22, 23 are Darge provides.
  • the first phase position 14 and the second phase position 15 are offset from one another by zero degrees so that the resulting axial force 16 can be reduced to zero, or the axial forces 16 of the two joints 3, 6 essentially cancel each other out.
  • 19 shows this arrangement in which the axial forces 16 cancel each other out.
  • Fig. 20 shows the arrangement in which the first phase position 14 and the second phase position 15 are arranged offset from one another by 45 degrees and in which a resulting axial force 16 is still present.
  • Fig. 21 shows a thirteenth variant embodiment of a Antriebswellenan arrangement 1, the phase positions 14, 15 of the joints 3, 6 are shown.
  • 22 shows a fourteenth variant of a drive shaft arrangement 1, the phase positions 14, 15 of the joints 3, 6 are shown.
  • FIGS. 21 and 22 are jointly described below.
  • the ball tracks of the outer part 4, 7 and the inner part 5, 8 of each joint 3, 6 have a constant distance along their extent to an axis of rotation 18 of the respective joint part, i.e. the outer part 4, 7 or the inner part 5, 8, (e.g. a well-known DO joint).
  • Six pairs of tracks 22 designed in the same way are provided.
  • the first phase positions 14 and the second phase position 15 are then to be offset from one another by zero degrees so that the resulting axial force 16 can be reduced to zero or the axial forces 16 of the two joints 3, 6 essentially cancel each other out.
  • Fig. 21 shows this arrangement in which the axial forces 16 cancel each other out.
  • 22 shows the arrangement in which the first phase position 14 and the second phase position 15 are offset from one another by 30 degrees and in which a resulting axial force 16 is still present.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Motor Power Transmission Devices (AREA)

Abstract

L'invention concerne un arrangement d'arbre d'entraînement (1) pour un véhicule à moteur (2), ledit arrangement comprenant au moins : un premier joint (3) sous la forme d'un joint coulissant à vitesse constante ayant une première partie extérieure (4) et une première partie intérieure (5) ; un deuxième joint (6) sous la forme d'un joint coulissant à vitesse constante ayant une deuxième partie extérieure (7) et une deuxième partie intérieure (8) ; et un arbre de liaison (9) qui s'étend le long d'une direction axiale (10) entre une première extrémité (11) et une deuxième extrémité (12) et qui est relié en transmission de couple au premier joint (3) par le biais de la première extrémité (11) et au deuxième joint (6) par le biais de la deuxième extrémité (12). Le premier joint (3) et le deuxième joint (6) sont disposés dans la même direction dans l'arrangement d'arbre d'entraînement (1), de sorte que l'arbre de liaison (9) est relié par une extrémité (11, 12) à l'une des parties externes (4, 7) et par l'autre extrémité (12, 11) à l'une des parties internes (5, 8).
PCT/EP2020/083893 2019-12-13 2020-11-30 Arrangement d'arbre d'entraînement pour un véhicule à moteur WO2021115817A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202080086295.2A CN114746660A (zh) 2019-12-13 2020-11-30 用于机动车辆的驱动轴装置

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019134393.3 2019-12-13
DE102019134393.3A DE102019134393B4 (de) 2019-12-13 2019-12-13 Antriebswellenanordnung für ein Kraftfahrzeug

Publications (1)

Publication Number Publication Date
WO2021115817A1 true WO2021115817A1 (fr) 2021-06-17

Family

ID=73726775

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2020/083893 WO2021115817A1 (fr) 2019-12-13 2020-11-30 Arrangement d'arbre d'entraînement pour un véhicule à moteur

Country Status (3)

Country Link
CN (1) CN114746660A (fr)
DE (1) DE102019134393B4 (fr)
WO (1) WO2021115817A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH03223524A (ja) * 1990-01-30 1991-10-02 Toyoda Mach Works Ltd 等速ジョイントのアッセンブリ
JPH10169666A (ja) * 1996-12-04 1998-06-23 Ntn Corp ドライブシャフト
DE10237172B3 (de) * 2002-08-14 2004-04-08 Werner Jacob Längswelle
WO2013027765A1 (fr) * 2011-08-22 2013-02-28 Ntn株式会社 Joint homocinétique

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3114290C2 (de) 1981-04-09 1984-04-19 Löhr & Bromkamp GmbH, 6050 Offenbach "Gleichlaufdrehgelenk"
DE3140540A1 (de) 1981-10-13 1983-04-28 Löhr & Bromkamp GmbH, 6050 Offenbach "gelenkwelle"
JP2598704Y2 (ja) * 1992-10-15 1999-08-16 株式会社ユニシアジェックス プロペラシャフトの振動低減構造
DE69620421T2 (de) 1996-12-30 2002-07-18 Honda Motor Co Ltd Zusatzantriebskraft-Übertragungsmechanismus für ein Fahrzeug
DE19938771C2 (de) 1999-08-16 2002-01-31 Gkn Loebro Gmbh Gelenkwelle mit Anpassung an eine bevorzugte Drehmomentübertragungsrichtung
DE10262238B4 (de) * 2002-05-10 2016-10-13 Gkn Driveline International Gmbh Gegenbahngelenk mit gleicher Orientierung von gegenüberliegenden Bahnpaaren
DE10220715B4 (de) * 2002-05-10 2016-10-13 Gkn Driveline International Gmbh Seitenwelle mit einem Gegenbahngelenk mit gleicher Orientierung von gegenüberliegenden Bahnpaaren
DE10262242B4 (de) * 2002-05-10 2016-10-13 Gkn Driveline International Gmbh Seitenwelle mit einem Gegenbahngelenk mit gleicher Orientierung von gegenüberliegenden Bahnpaaren
JP2008051189A (ja) * 2006-08-23 2008-03-06 Ntn Corp 固定式等速自在継手
DE102013103155B4 (de) * 2013-03-27 2017-08-24 Gkn Driveline International Gmbh Gleichlaufgelenk in Form eines Gegenbahngelenks
KR20150015324A (ko) * 2013-07-31 2015-02-10 현대위아 주식회사 고정형 볼타입 등속 조인트
JP6779723B2 (ja) * 2016-09-20 2020-11-04 Ntn株式会社 摺動式等速自在継手

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH03223524A (ja) * 1990-01-30 1991-10-02 Toyoda Mach Works Ltd 等速ジョイントのアッセンブリ
JPH10169666A (ja) * 1996-12-04 1998-06-23 Ntn Corp ドライブシャフト
DE10237172B3 (de) * 2002-08-14 2004-04-08 Werner Jacob Längswelle
WO2013027765A1 (fr) * 2011-08-22 2013-02-28 Ntn株式会社 Joint homocinétique

Also Published As

Publication number Publication date
DE102019134393A1 (de) 2021-06-17
DE102019134393B4 (de) 2024-05-16
CN114746660A (zh) 2022-07-12

Similar Documents

Publication Publication Date Title
DE102005003388B4 (de) Schraubenloses Befestigungssystem für ein Gleichlaufgelenk
DE112006003997B4 (de) Gleichlaufdrehgelenkverbinder mit direkter Drehmomentübertragung durch eine Stirnverzahnung
DE69636726T2 (de) Gleichlaufgelenke
DE19831010C2 (de) Antriebsanordnung mit mindestens einem Gleichlauffestgelenk und mit einer Wälzkörperführung
DE112010001991T5 (de) Gleichlaufverschiebegelenk mit sich kreuzenden Laufbahnen
DE19831016C2 (de) Gelenkwellenanordnung für ein Kraftfahrzeug, insbesondere Personenkraftwagen
DE3318449A1 (de) Gelenkwelle, insbesondere fuer kraftfahrzeuge
DE102006058860A1 (de) Gleichlauffestgelenk
WO2011038719A1 (fr) Joint coulissant
DE102004008538B4 (de) Differential mit einer Bolzenbefestigungsbaugruppe
EP2427667A2 (fr) Joint homocinétique et arbre de transmission
DE3419456A1 (de) Kupplung
AT504819A2 (de) Lageranordnung mit integriertem gleichlaufgelenk
DE102005042910B4 (de) Gelenkwelle, umfassend ein Gegenbahngelenk mit begrenzter Axialverschiebung
WO2006074680A1 (fr) Dispositif differentiel a carter de differentiel soude
WO2021115817A1 (fr) Arrangement d'arbre d'entraînement pour un véhicule à moteur
DE10220715B4 (de) Seitenwelle mit einem Gegenbahngelenk mit gleicher Orientierung von gegenüberliegenden Bahnpaaren
DE3606074A1 (de) Drehgelenk
WO2005045270A1 (fr) Joint a billes a pistes croisees, pourvu de pistes de roulement obliques
WO2005066520A1 (fr) Systeme differentiel compact
DE10325411A1 (de) Anordnung aus Gleichaufgelenk, Schmierfettabdeckung und Flansch
DE202004021771U1 (de) Gegenbahngelenk mit optimiertem Bauraum
DE102009017181B4 (de) Gleichlaufgelenk
WO2014173636A1 (fr) Joint homocinétique à billes en forme de joint coulissant sans cage et procédé de fabrication d'une partie intérieure de joint
WO2013170917A1 (fr) Chaîne cinématique comprenant au moins un arbre de transmission à cardan

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 20820065

Country of ref document: EP

Kind code of ref document: A1

122 Ep: pct application non-entry in european phase

Ref document number: 20820065

Country of ref document: EP

Kind code of ref document: A1