WO2012082927A1 - Ensemble joint universel pour un système de chaîne cinématique automobile - Google Patents

Ensemble joint universel pour un système de chaîne cinématique automobile Download PDF

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Publication number
WO2012082927A1
WO2012082927A1 PCT/US2011/064955 US2011064955W WO2012082927A1 WO 2012082927 A1 WO2012082927 A1 WO 2012082927A1 US 2011064955 W US2011064955 W US 2011064955W WO 2012082927 A1 WO2012082927 A1 WO 2012082927A1
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WO
WIPO (PCT)
Prior art keywords
yoke assembly
lugs
yoke
die formed
assembly
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.)
Ceased
Application number
PCT/US2011/064955
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English (en)
Inventor
Joseph Szuba
Henry Fradkin
Robert D. Kucinski
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ronjo LLC
Original Assignee
Ronjo LLC
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
Priority claimed from US13/212,298 external-priority patent/US8182351B2/en
Application filed by Ronjo LLC filed Critical Ronjo LLC
Priority to CN201180067787.8A priority Critical patent/CN103534502A/zh
Priority to MX2013006931A priority patent/MX2013006931A/es
Publication of WO2012082927A1 publication Critical patent/WO2012082927A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • 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

Definitions

  • the subject invention relates generally to a driveline system for a vehicle transmission. More particularly, the present invention relates to a universal joint component of the driveline system subject to high torsional loads and a method of forming the same by stamping.
  • a drive axle assembly of an automotive vehicle transmits torque from an engine and a transmission to drive vehicle wheels.
  • the drive axle assembly changes the direction of the power flow, multiplies torque, and allows different speeds between the two of the drive wheels.
  • the drive axle assembly includes a plurality of components engaged in operative communication one with the other.
  • One of these components is a universal joint, subject to high torsional loads, typically greater than 2,000 ft. lbs. applied at the joint.
  • the universal joint includes a pair of bifurcated yokes or yoke portions, which are secured to drive shafts and which are interconnected by a cruciform for rotation about independent axes.
  • the cruciform includes four orthogonal trunnions with each opposing pair of axially aligned trunnions mounted in a pair of aligned bores formed in the bifurcated yokes.
  • each yoke is supported for pivotal movement relative to a pair of the trunnions.
  • Various conventional universal joints having yoke portions are known to those skilled in the vehicle driveline art and are widely used in the automotive industry today. These universal joints are disclosed in United States Patent Nos.
  • the United States Patent No. 5,601,377 to Ohya for example, teaches an automobile steering column that transmits the rotation of the steering wheel to the steering gearbox.
  • the steering column has a plurality of steering shafts which are connected with each other by universal joints.
  • the universal joint taught by the United States Patent No. 5,601,377 to Ohya, has a pair of conventional yokes and a cross member.
  • Each yoke has a base portion and a pair of arm portions or lugs opposed to each other in a diametral direction of the yoke and extend in an axial direction of the yoke.
  • Each arm portion has a circular opening and sides extending in a parallel relationship with the axial direction of the yoke.
  • the yoke of the United States Patent No. 5,601,377 to Ohya is taught to be connected to a steering shaft and is not subjected to numerous rotational movements as, for example, a yoke portion connected to a universal joint of a driveline and is, therefore, not considered as being feasible for use on the driveline.
  • the yoke does not include reinforcing features of any kind to prevent bending of the arm portions during rotation of the yoke.
  • the United States Patent No. 5,845,394 to Abe et al. teaches a method of manufacturing a yoke portion having two spaced lugs for a universal joint from a blank of a sheet metal to receive the yoke portion of a uniform thickness. Similar to the yoke taught by the aforementioned United States Patent No. 5,601,377 to Ohya, the spaced lugs are not reinforced to provide structural integrity of the yoke portion.
  • the yoke portion is taught to be connected to a steering shaft and is not subjected to numerous rotational movements as, for example, a yoke portion connected to a universal joint of a driveline and is, therefore, not considered as being feasible for use on the driveline.
  • the prior art also includes forks for yoke assemblies for cardan or constant velocity joints.
  • U.S. Patent No. 4,995,849 discloses a cardan joints for a steering column which is produced by stamping from a metal sheet.
  • the disclosed fork would not be suitable for the universal joint of an automotive driveline assembly subject to high torsional loads.
  • a differential assembly for an automotive driveline system includes a transmission device, a differential device, and at least one drive shaft that extends between the transmission and differential devices.
  • the drive shaft presents an operative communication with the transmission device and the differential device.
  • a universal joint device rotates around a longitudinal axis and presents operative communication with the transmission device and the differential device.
  • the universal joint device of this invention includes at least one yoke portion having a dish or bowl- shaped portion, including a tubular or annular sidewall and an integral base wall which may have an enlarged central opening therethrough rotatable about a longitudinal axis.
  • a pair of opposed spaced arcuate ear portions or lugs are integrally formed with the tubular sidewall and extend longitudinally from the sidewall.
  • the yoke of this invention further includes a pair of opposed coaxially aligned annular sleeves integrally struck from each of the ears and extending from the ears.
  • the monolithic yoke of this invention may be formed by stamping a metal plate having a substantially uniform thickness.
  • the ear or lug portions of the monolithic yoke of this invention include a generally cup-shaped portion including a tubular or annular portion having a diameter greater than the bowl-shaped portion and a radial portion integral with the bowl-shaped portion.
  • the enlarged central opening through the base wall of the bowl- shaped portion has a diameter equal to at least sixty percent of the overall diameter of the bowl-shaped portion, thereby substantially reducing the weight of the yoke.
  • the bowl- shaped portion has a continuous upper end and the upper end includes a folded lip portion extending radially outwardly from the bowl- shaped portion.
  • a connector extends between the yoke portion to mechanically engage at least one of the transmission devices and the differential device to yoke portion thereby defining the aforementioned operative communication.
  • the inventive yoke portion reduces vibration of the universal joint connected to the yoke portion of the generally equal thickness as the universal joint rotates about the longitudinal axis.
  • the yoke assembly for a universal joint of an automotive driveline assembly of this invention is subject to high torsional loads, typically torsional loads greater than 2000 foot pounds. In a typical application, the torsional load may exceed 2,250 foot pounds.
  • the yoke assembly is formed by stamping a sheet of High Strength Low Alloy (HSLA) Steel. As will be understood those skilled in the art, stamping HSLA sheet work hardens the material, increasing the strength about 30%. The stamping operation also results in some thinning of the material in localized areas, less than 20% or less than about 10%.
  • HSLA High Strength Low Alloy
  • the monolithic yoke assembly includes a cup-shaped portion having an annular wall, including a base portion and an upper surface, a pair of spaced opposed lugs or ears integral with and extending from the upper surface of the annular portion of the cup-shaped portion having an upper surface, and an integral, outwardly deformed substantially continuous lip portion extending generally outwardly from the upper surfaces of the annular wall of the cup-shaped portion and the lugs, further strengthening the yoke against torsional loads.
  • the upper surface of the annular wall of the cup-shaped portion includes a concave arcuate portion adjacent the lugs transitioning from a concave surface to a convex surface at the outwardly deformed lip portion, further strengthening the yoke assembly against torsional loads.
  • the lugs of the monolithic yoke assembly each include opposed coaxially aligned tubular sleeves.
  • the monolithic yoke assembly of this invention preferably has a thickness of less than 10 mm., but the thickness may vary from 3, 4, or 5mm depending upon the size of the vehicle and the torque requirements.
  • the lip extends completely around the upper surface of the lugs and extends to and including the upper surface of the annular wall between the lugs.
  • the lip extends outwardly generally transverse to the outer surface of the lugs and the annular wall.
  • the lip extends at an angle of about 45 degrees relative to the outer surfaces of the lugs and the annular wall.
  • the lip has a length sufficient to reinforce the yoke against torsional loads.
  • the lip has a length at least about equal to the thickness of the yoke.
  • An advantage of the present invention is to provide an improved yoke portion for a universal joint that may be stamped from a sheet metal presenting a light weight alternative to an iron cast yoke portion for an automotive driveline assembly axis known in the prior art, which reduces the effect of vibrations and the resulting noises.
  • Another advantage of the present invention is to provide an improved yoke portion that reduces the mass of the improved yoke portion thereby making it easier to balance and increase performance of the driveline applications at a low cost and a high volume.
  • Still another advantage of the present invention is to provide an improved yoke portion wherein each spaced lug presents a central axis which may have sloping side walls inclined from the head to the neck thereby reducing stress applied to the yoke portion and preventing the spaced lugs from bending as the yoke portion rotates around the longitudinal axis.
  • Figures 1 shows an elevational view of a vehicle frame having a driveline system
  • Figure 2 is an exploded view of a universal joint assembly
  • Figure 3 is a perspective view of a yoke portion of the universal joint assembly shown in Figure 2;
  • Figure 4 is a cross sectional view of the yoke portion shown in Figure 3 ;
  • Figure 5 is an elevational view of the yoke portion shown in Figure 3;
  • Figures 6 is a side and partially cross sectional view of the yoke portion shown in Figure 3 connected laser or spin welding to a drive shaft of various diameters;
  • Figures 7 an end view of the yoke portion shown in Figure 6;
  • Figure 8 is a perspective view of an alternative embodiment of the yoke portion of the universal joint assembly;
  • Figure 9 is a cross sectional view of the yoke portion shown in Figure 8;
  • Figure 10 is an end view of the yoke portion shown in Figure 8.
  • Figure 11 is a side and partially cross sectional view of the yoke portion shown in Figure 8 mechanically connected to the drive shaft;
  • Figure 12 is a top view of the progressive stamping stages of forming the yoke portion
  • Figure 13 is a plan view of a further alternative embodiment of the monolithic yoke assembly of this invention.
  • Figure 14 is a side view of the monolithic yoke assembly shown in
  • Figure 15 is an end view of the monolithic yoke assembly shown in
  • Figure 16 is a top view of the monolithic yoke assembly shown in
  • Figure 17 is a side cross sectional view of the monolithic yoke assembly shown in Figures 13 to 16 in the direction of view arrows 20-20 in Figure 16;
  • Figure 18 is a perspective view of the monolithic yoke assembly shown in Figures 13 to 17;
  • Figure 19 is a side cross sectional view of the monolithic yoke assembly welded to the flange members shown in Figure 18.
  • a chassis of an automotive vehicle includes a frame 12 and a driveline mechanism.
  • the driveline mechanism includes a transmission assembly 14, a differential assembly 16, and two universal joints, generally indicated at 18, extending between the transmission assembly 14 and the differential assembly 16 presenting an operative communication therebetween.
  • the universal joint 18 rotates around a longitudinal axis A during its operational mode.
  • the universal joint 18, as better illustrated in Figure 2, includes a first drive shaft 19 and a second drive shaft 20 with a pair of yokes, such as, for example a first yoke 24 and a second yoke 26.
  • the first yoke 24 is attached to the first drive shaft 19 and the second yoke or yoke portion 26 is attached to the second drive shaft 20.
  • a connector or cruciform assembly interconnects the first yoke 24 and the second yoke 26.
  • the cruciform assembly 28 includes a cross member, generally indicated at 30, has a central hub 32 and a pair of first trunnions 34 and 36 and a pair of second trunnions 38 and 40.
  • the first trunnions 34 and 36 are orthogonal with respect to the second trunnions 38 and 40, with all of the trunnions 34, 36, 38, and 40 aligned within a common plane.
  • the first trunnions 34 and 36 are cylindrical and are adapted for insertion into the first yoke 24.
  • the second trunnions 38 and 40 are cylindrical and are adapted to be inserted into the second yoke 26.
  • the cruciform assembly 28 and the first yoke 24 are known to those skilled in a differential art and are not described and/or illustrated in great details.
  • the second yoke 26 is illustrated in greater detail showing one embodiment of the present invention.
  • the second yoke 26 is connected to each of the terminal ends of the second drive shaft 20 and presents an internal surface, generally indicated at 42, and an external surface, generally indicated at 44.
  • the second yoke 26 presents a generally equal thickness defined between the internal surface 42 and the external surface 44.
  • a cup portion or a dish 46 of the second yoke 26 includes a frustoconical configuration.
  • the cup portion 46 has a bottom or base 50 defined by an upper annular wall 52.
  • a pair of spaced lugs 58 and 60 extends outwardly to a head 62, 64, respectively, from the annular wall 52. Sloping side walls 66 and 68 interconnect each of the heads 62 and 64 with the annular wall 52 to define a neck, generally indicated at 70, of each of the spaced lug 58 and 60. Each sloping side wall 66 and 68 presents an acute angle defined between the axis A and each sloping side wall 66 and 68.
  • Each of the spaced lugs 58 and 60 includes an opening 72. Preferably, the diameter of the opening 72 equals the distance defined between the opening 72 and the bottom or base 50 the cup portion 46.
  • the spaced lugs 58 and 60 are oriented diametrically with respect to one and the other.
  • Each of the spaced lugs 58 and 60 includes an annular sleeve 74 integral with and circumscribing the opening 72.
  • the annular sleeve 74 extends outwardly from the internal surface 42 of the second yoke 26.
  • the annular sleeve 74 presents a mechanical engagement with a pair of the first 34, 36 or second 38, 40 trunnions of the cruciform assembly 28 in a manner known to those skilled in the differential art.
  • the annular sleeve 74 provides additional structural reinforcement for locking the pair of the first 34, 36 or second 38, 40 trunnions of the cruciform assembly 28 within and between the spaced lugs 58 and 60.
  • a plurality of notches 78 and 80 are defined in the annular wall 52.
  • a pair of oppositely spaced tabs 82 and 84 is defined between each of the notches 78 and 80.
  • Each of the spaced tabs 82 and 84 terminates in a folded lip portion 86 to strengthen the second yoke 26 in this area of cut off.
  • a pair of dimples 90 and 92 is formed in each of the spaced lugs 58 and 60.
  • Each dimple 90 and 92 is concavely curved to define a cavity as viewed from the external surface 44 of the yoke portion and a beveled configuration as viewed from the internal surface 42.
  • Each dimple 90 and 92 extends from each spaced lug 58 or 60 to the bottom or base 50 the cup portion 46 with each of said dimples 90 and 92 formed below the annular sleeve 74.
  • the dimples 90 and 92 are designed to strengthen the spaced lugs 58 and 60.
  • the yoke portion 26 is connected to the first drive shaft 19 or the second drive shaft 20 of various diameters, which may vary from 3" to 3.5", respectively, by welding.
  • laser welding is used to connect.
  • Laser welding uses amplified light as the source to produce the weld, i.e. specific wave length of light to accomplish the welding process.
  • laser welding produces deep penetration welds with minimum heat effective zones and has the advantage of welding dissimilar metals while producing very low heat. Laser welding is faster, cleaner, and more cost effective for manufacturing the inventive concept.
  • the yoke portion 26 and the drive shaft 19 or 20 may be connected by spin or friction welding.
  • Spin or friction welding uses heat generated by rotational friction at the joint line defined between the yoke portion 26 the drive shaft 19 or 20 to weld them together.
  • a machine (not shown) applies pressure axially while rotating one of the part, such as, for example, the yoke portion 26 against its stationary positioned mate, such as, for example, the drive shaft 19 or 20, and the resulting friction generates heat that melts the parts together.
  • Advantages of the spin welding process, used in the present invention include high quality permanent joints, hermetic seals, lower equipment costs, ease of assembly, energy efficient operation, no ventilation required, immediate handling, entrapment of other parts, far-field welding capability and no additional material requirements.
  • the constant thickness of the inventive yoke 26 allows for the use of MIG welding or an equivalent not available to prior art cast yokes.
  • the second yoke 26 includes a first alternative embodiment, generally shown at 100 in Figures 8 through 11.
  • the second yoke 100 presents a generally equal thickness defined between the internal surface, generally indicated at 102, and the external surface, generally indicated at 104.
  • a cup portion or dish 106 of the second yoke 100 includes a frustoconical configuration.
  • the cup portion 106 has a bottom or base defined by an annular wall 110 and forming the cup portion 106.
  • a neck 112 extends outwardly from the annular wall 110.
  • the neck 112 has a diameter sized to receive the drive shaft 20.
  • a plurality of circumferentially spaced female connectors 116 are defined in the neck 112 to mechanically engage the second drive shaft 20.
  • a plurality of male connectors or protuberances 118 are defined in the internal surface of the drive shaft 20.
  • the male connectors 118 of the drive shaft 20 mechanically engage the female connectors 116 of the second yoke 100, thereby preventing longitudinal and lateral movement of the second yoke 100 during rotation of the universal joint 18 about the longitudinal axis A, which reduces vibration of the universal joint 18 connected to the second yoke 100.
  • a pair of spaced lugs 120 and 122 extends outwardly from the cup portion 106.
  • Each of the spaced lugs 120 and 122 presents an opening 124.
  • the spaced lugs 120 and 122 are oriented diametrically with respect to one and the other.
  • Each of the spaced lugs 120 and 122 includes an annular sleeve 126 integral with and circumscribing the opening 124.
  • Each of the spaced lugs 120 and 122 includes side walls 128 and 130 sloping relative the longitudinal axis A.
  • the dish 106 and each of the sloping side walls 128 and 130 are interconnected by scalloped corners, as shown in Figures 8 and 10.
  • the dish 106 and each of the sloping side walls 128 and 130 are interconnected by non-scalloped corners, not illustrated in the present invention.
  • the annular sleeve 126 extends outwardly from the internal surface 102 of the second yoke 100.
  • the annular sleeve 126 presents a mechanical engagement with a pair of the first 34, 36 or second 38, 40 trunnions of the cruciform assembly 28 in a manner known to those skilled in the differential art.
  • the annular sleeve 126 provides additional structural reinforcement for locking the pair of the first 34, 36 or second 38, 40 trunnions of the cruciform assembly 28 within and between the spaced lugs 120 and 122.
  • a plurality of notches 132 and 134 are defined in the cup portion 104.
  • a pair of oppositely spaced tabs 136 and 138 is defined between each with each notch 132 and 134. Each of the spaced tabs 136 and 138 terminates in a folded lip portion 140 to strengthen the second yoke 100 in this area of cut off.
  • An indentation or muscle, generally indicated at 142, is deformed in each of the spaced lugs 120 and 122 for strengthening the spaced lugs 120 and 122.
  • the muscle 142 is formed by stamping the external surface 104 of the second yoke 100 to form a concavely curved cavity, which extends to a convexly curved portion of the gusset 142 as viewed from the internal surface 102.
  • the gusset 142 presents a triangular configuration as viewed from the external surface 104 of the second yoke 100 and a beveled triangular configuration as viewed from the internal surface 102.
  • the yoke portions 26 and 100 are formed by a progressive stamping, generally shown at 150 in Figure 12, which is distinguished from machining, the shaping of metal by removing material (drilling, sawing, milling, turning, grinding, etc.) and from casting, wherein metal in its molten state is poured into a mold, whose form it retains on solidifying.
  • the progressive stamping 150 is a metalworking process that can encompass punching, coining, bending and several other ways of modifying metal raw material, a strip of metal, generally indicated at 152, as it unrolls from a coil (not shown), supplied by an automatic feeding system (not shown).
  • the automatic feeding system pushes the strip of metal 152 in a progressive direction 154 through all of the stations or stages of the progressive stamping 150, as discussed further below.
  • Each station performs one or more operations until a finished part, such as the yoke portion 26 or 100 is formed. These operations are performed by a progressive stamping die (not shown).
  • the progressive stamping die is placed into a reciprocating stamping press (not shown). As the reciprocating stamping press moves up, the progressive stamping die opens. When the progressive stamping press moves down, the progressive stamping die closes.
  • the stamping press opens, the strip of metal 152 is feed therein by the automatic feeding system pushes the strip of metal 152 in the progressive direction 154, as best illustrated in Figure 12.
  • the progressive stamping die performs work on the raw material, progressive stamping die, such as punching a contour 156 of the yoke portion, which includes the aforementioned spaced luggs and a bottom of the yoke portion.
  • the openings 72, 124 are punched out in each of the spaced lugs and the bottom of the yoke portion is stamped or deformed into the aforementioned dish.
  • the spaced lugs are bent to extend substantially perpendicular to the bottom of the yoke portion.
  • a button member 160 is inserted between the spaced lugs to provide a support for the spaced lugs as a pair of opposite die members 162 and 164 are oriented to form the annular sleeves 74 or 126.
  • the mechanical aspects of the opposite die members 162 and 164 are known to those skilled in the stamping art.
  • a pair of sliding mechanisms 166 and 168 of the respective opposite die members 162 and 164 terminate into a press die 170 and 172.
  • each press die 170 and 172 is larger than the diameter of the openings 72, 124 to facilitate stamping of the annular sleeves 74, 126 as the sliding mechanisms 166 and 168 are moved towards one and the other in the respective punching directions 172 and 174 as the press dies 170 and 172 force the metal around the openings 72, 124 into the annular sleeve 74 and 126.
  • the final stage of the progressive stamping 150 separates the finished part, i.e. the yoke portion 26 and 100 from a carrying web or link 178.
  • the carrying web or link 178 along with metal that is punched away in the previous operations, is treated as scrap metal.
  • the several embodiments of the monolithic yoke of this invention may be formed by stamping an HSLA steel sheet.
  • the high strength steel is further strengthened in the stamping operation by work hardening, typically as much as 30%.
  • the thickness of the sheet and the resultant monolithic yoke will depend upon the application, but is preferably less than 10 mm, typically 3, 4, or 5 mm depending on the size of the vehicle and the torque requirements.
  • the HSLA steel sheet will be thinned somewhat during the stamping operation of less than 10% in some localized areas.
  • An HSLA steel sheet has a strength of 60 ksi, but the work hardening will increase the strength to about 90 ksi due to work hardening.
  • Figures 13 to 17 illustrate a further new embodiment of the die formed monolithic yoke assembly for a universal joint of an automotive driveline assembly of this invention.
  • This new embodiment of the monolithic yoke assembly 200 has been further strengthened by an integral outwardly deformed substantially continuous lip portion as described below.
  • the die formed yoke assembly 200 shown in Figures 13 through 19 includes a cup-shaped portion 202 having an annular wall 204.
  • the annular wall 204 includes an upper portion 206 separated from the lower portion 204 by an outwardly extending arcuate portion 208 as best shown in Figure 17.
  • the yoke assembly 200 further includes a pair of opposed lugs or ears 210 integral with and extending from the upper portion 206 of the annular wall 204.
  • this improved embodiment preferably includes an integral outwardly deformed lip portion integrally formed with the outer surface of the lugs 210 and the upper portion 206 of the annular wall 204.
  • the integral lip portion 212 is continuous around the upper portion of the lugs 210 and extends to and around the upper portion 206 of the annular wall 204.
  • the outwardly deformed lip portion is continuous; however, the lip may be discontinued at predetermined locations depending upon the application.
  • the deformed lip portion is substantially continuous significantly improving the torque resistance and strength of the die formed yoke assembly of this invention.
  • the upper portion 206 of the annular wall 204 includes concave arcuate portions 214 adjacent the lug portions as shown in Figure 13 and the substantially continuous lip portion 212 extends around the concave arcuate portion 214 as best shown in Figures 13 and 14.
  • the deformed lip portion 212 extends outwardly generally transverse to the outer surface of the upper portion 206 of the annular wall 204 and the outer surface of the lugs 210; however, in the disclosed embodiment, the outwardly deformed lip portion 212 extends at an angle of about 45 degrees to the outer surface of the lugs 210 and the upper portion 206 of the annular wall 204 as best shown in Figure 17.
  • the purpose of the outwardly deformed lip portion 212 is to strengthen the die formed yoke assembly, particularly for a universal joint of an automotive driveline assembly subject to high torsional loads and thus the angle can vary from about 45 degrees to nearly perpendicular.
  • the concave arcuate portions 216 further strengthen the die formed monolithic yoke assembly.
  • the lugs 210 are generally planar and include integrally struck tubular annular sleeves 216.
  • the sleeves 216 to receive the trunnions 34, 36 of the cruciform assembly 28 shown in Figure 2 for assembly in a universal joint of an automotive driveline assembly subject to high torsional loads.
  • the tubular sleeves 216 have a smooth cylindrical internal surface 218 to pivotally receive the trunnions 34 and 36 of the cruciform assembly 28 as shown in Figure 2.
  • the die formed yoke assembly of this invention includes an end wall 220 having a generally cylindrical opening 222 and locator slots 224.
  • the configuration of the end wall 220, including the cylindrical opening 222 and locator slots 224 will depend upon the application for the die formed monolithic yoke assembly of this invention.
  • the die formed monolithic yoke assembly 200 of this invention is preferably formed by stamping a sheet of metal, preferably steel and most preferably HSLA steel.
  • the thickness of the sheet will also depend upon the application and may range from 3 to 5 mm or greater but is preferably less than 10 mm.
  • the strength of the monolithic yoke assembly is increased by work hardening during the stamping operation or an increase of about 30% during stamping over the strength of the incoming parent sheet material. Because the die formed monolithic yoke assembly of this invention is formed by stamping, the overall thickness of the yoke assembly 200 is substantially uniform.
  • the die formed monolithic yoke assembly for a universal joint of an automotive driveline assembly is subject to high torsional loads, typically about 2,250 ft lbs. and thus the industry has primarily relied upon cast yoke assemblies for this application.
  • the substantially continuous outwardly deformed lip 212 and the concave arcuate portions 214, wherein the annular wall transitions from a concave surface to a convex surface materially strengthen the die formed monolithic yoke assembly of this invention count particularly against torsional loads.
  • the die formed monolithic yoke assembly for automotive driveline assemblies materially reduce the weight of the yoke assemblies which is an important object of the automotive industry.
  • the connector flange may be welded directly to the annular wall of the yoke assembly.
  • the connector flange 226 has a plurality of circumferentially spaced radial ears 228 each having an aperture therethrough.
  • the connector flange 226 further includes a central cylindrical opening 232 which closely receives the external surface of the annular wall 204 of this embodiment of the die formed monolithic yoke assembly 200 of this invention.
  • the connector flange 226 may then be permanently attached to the die formed monolithic yoke assembly by welding as shown at 234 in Figure 19 or other suitable means.

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  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Motor Power Transmission Devices (AREA)
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Abstract

L'invention concerne un ensemble fourchette monobloc formé par matriçage pour un joint universel d'un ensemble chaîne cinématique automobile soumis à des forces de torsion élevées présentant une épaisseur sensiblement uniformisée, comprenant une partie en forme de tasse, une paire d'oreilles opposées, d'une seule pièce avec une partie supérieure de la partie en forme de tasse et s'étendant à partir de celle-ci, et une partie intégrale de lèvre sensiblement continue, déformée vers l'extérieur, s'étendant vers l'extérieur depuis la surface supérieure de la paroi annulaire et les oreilles, renforçant sensiblement l'ensemble fourchette notamment contre les forces de torsion. Dans un mode de réalisation, l'extrémité supérieure de la partie en forme de tasse comprend des parties arquées concaves sur les côtés opposés des oreilles adjacents aux oreilles, de telle sorte que la surface supérieure de la partie en forme de tasse passe d'une surface concave à une surface convexe, ce qui renforce la fourchette.
PCT/US2011/064955 2010-12-17 2011-12-14 Ensemble joint universel pour un système de chaîne cinématique automobile Ceased WO2012082927A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN201180067787.8A CN103534502A (zh) 2010-12-17 2011-12-14 用于汽车的传动系系统的万向接头组件
MX2013006931A MX2013006931A (es) 2010-12-17 2011-12-14 Ensamble de junta universal para sistema de transmision automotriz.

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US201061459726P 2010-12-17 2010-12-17
US61/459,726 2010-12-17
US13/212,298 2011-08-18
US13/212,298 US8182351B2 (en) 2004-10-29 2011-08-18 Universal joint assembly for an automotive driveline system

Publications (1)

Publication Number Publication Date
WO2012082927A1 true WO2012082927A1 (fr) 2012-06-21

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PCT/US2011/064955 Ceased WO2012082927A1 (fr) 2010-12-17 2011-12-14 Ensemble joint universel pour un système de chaîne cinématique automobile

Country Status (3)

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CN (1) CN103534502A (fr)
MX (1) MX2013006931A (fr)
WO (1) WO2012082927A1 (fr)

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Publication number Priority date Publication date Assignee Title
US11730506B2 (en) 2010-10-18 2023-08-22 Sonivie Ltd. Ultrasound transducer and uses thereof
US12201444B2 (en) 2012-05-31 2025-01-21 Sonivie Ltd. Method and/or apparatus for measuring renal denervation effectiveness
US12251582B2 (en) 2017-03-20 2025-03-18 Sonivie Ltd. Pulmonary hypertension treatment
US12539160B2 (en) 2012-04-18 2026-02-03 Sonivie Ltd. Tissue treatment

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US4881924A (en) * 1987-12-07 1989-11-21 Dana Corporation Yoke for Hookes-type universal joint
US20050028341A1 (en) * 2003-07-01 2005-02-10 Durand Robert D. Method of manufacturing a combined driveshaft tube and yoke assembly
US20080315546A1 (en) * 2007-06-22 2008-12-25 Radar Industries, Inc. Suspension system for a vehicle

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MX156817A (es) * 1982-08-09 1988-10-05 Dana Corp Mejoras de horquilla para junta universal de transmisiones de automoviles
AU571770B2 (en) * 1985-02-25 1988-04-21 Fuji Kiko Co. Ltd. Universal joint yoke
CA2691602C (fr) * 2007-06-22 2015-01-13 Radar Industries Inc. Systeme de suspension pour un vehicule

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US4180989A (en) * 1977-07-27 1980-01-01 Lemforder Metallwaren Ag Universal joint construction
US4881924A (en) * 1987-12-07 1989-11-21 Dana Corporation Yoke for Hookes-type universal joint
US20050028341A1 (en) * 2003-07-01 2005-02-10 Durand Robert D. Method of manufacturing a combined driveshaft tube and yoke assembly
US20080315546A1 (en) * 2007-06-22 2008-12-25 Radar Industries, Inc. Suspension system for a vehicle

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11730506B2 (en) 2010-10-18 2023-08-22 Sonivie Ltd. Ultrasound transducer and uses thereof
US12364501B2 (en) 2010-10-18 2025-07-22 Sonivie Ltd. Ultrasound transducer and uses thereof
US12539160B2 (en) 2012-04-18 2026-02-03 Sonivie Ltd. Tissue treatment
US12201444B2 (en) 2012-05-31 2025-01-21 Sonivie Ltd. Method and/or apparatus for measuring renal denervation effectiveness
US12251582B2 (en) 2017-03-20 2025-03-18 Sonivie Ltd. Pulmonary hypertension treatment

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CN103534502A (zh) 2014-01-22

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