CN103104628B - For the angled skew rzeppa universal joint of vehicle - Google Patents

Abstract

The present invention provides an angularly offset ball cage type constant velocity joint for vehicles, which can maintain the outer ring by positioning the center of rotation of the outer ring and the center of rotation of the inner ring symmetrically with respect to each other at an offset angle. While compensating the contact surface pressure between the groove of the outer ring and the balls, the strength of the universal joint can be enhanced. An angular offset CV joint consists of an inner race attached to the end of the shaft, an outer race mounted outside the inner race, multiple balls for transferring torque from the inner race to the outer race, and A cage having openings for supporting corresponding balls, wherein the center of rotation of the ball track of the outer ring is symmetrical to the center of rotation of the ball track of the inner ring at an offset angle.

Description

Angled Offset CV Joints for Vehicles

technical field

The present invention relates to an angular offset cage type constant velocity universal joint for vehicles, and more particularly relates to an angular offset cage type constant velocity universal joint for vehicles, which can be used by making the outer The center of rotation of the ring and the center of rotation of the inner ring are positioned symmetrically with respect to each other at an offset angle to enhance the strength of the joint while maintaining the outer diameter of the outer ring while compensating the contact surface pressure between the groove of the outer ring and the balls.

Background technique

Generally, a universal joint serves to transmit rotational power (torque) between two rotating shafts that meet at an angle to each other. In the case of propeller shafts with small power transmission angles, hook type universal joints, flexible joints, etc. are used, while in the case of drive shafts of front-wheel drive vehicles with large power transmission angles, constant velocity universal joints are used. to the knot.

Because constant velocity joints can reliably transmit power at constant speeds even when the angle between the drive shaft and driven shaft is large, constant velocity joints are mainly used for the axles of independent suspension type front-wheel drive vehicles . When viewed from the perspective of the shaft, the three-prong constant velocity joint is arranged on one end of the shaft facing the engine (that is, the inner end), and the ball cage type joint is arranged on the other end of the shaft facing the tire (that is, the outer end). ).

FIG. 1 is a cross-sectional view showing a conventional constant velocity joint, and FIG. 2 is a schematic diagram showing an appearance of the conventional constant velocity joint shown in FIG. 1 .

As shown in Figures 1 and 2, a conventional constant velocity joint includes a three-prong constant velocity joint disposed on the right end (ie, the inner end) of the shaft 1 facing the engine and a left end (ie, the inner end) of the shaft 1 facing the tire ( That is, a cage-type constant velocity joint at the outer end).

The three-prong constant velocity joint mounted on the right end of shaft 1 (which faces the engine) includes: housing 2, which transmits the axial power of the engine (not shown) and defines a track groove on its inner surface; shaft 1, It receives the rotational power from the housing 2 and then rotates; the tripod 3, which is provided in the housing 2, is connected to one end of the shaft 1 to connect the housing 2 and the shaft 1 to each other, and is formed to be respectively inserted into the housing Three pivots in the track groove of 2; needle roller 6, which is arranged on the circumferential outer surface of each pivot of tripod 3; inner roller 5, which respectively surrounds each pivot for tripod 3 The pin rollers 6 of the pivot are arranged; the outer rollers 4 are respectively installed on the circumferential outer surface of each inner roller 5 to reduce the friction between the housing 2 and the shaft 1; the fixed ring 8 is installed on the rollers on the needle 6 and the upper end of each inner roller 5; a protective cover 10, which is connected to the housing 2 at one end and to the shaft 1 at the other end; and clamps 11 and 12 which clamp the protective cover 10 both ends.

The cage type constant velocity joint mounted on the left end of the shaft 1 (which faces the tire) includes an inner ring 15 mounted on the left end of the shaft 1 to receive rotational power from the three-prong type constant velocity joint, and Rotation; outer ring 13, which is mounted around the inner ring 15; balls 16, for transmitting the rotational power of the inner ring 15 to the outer ring 13; cage 14 for supporting the balls 16; sensor ring 17, which surrounds the outer ring 13 installation; a protective cover 18, one end of which is connected to the shaft 1, and the other end is connected to the outer ring 13;

The damper 21 is mounted at the center of the shaft 1 with straps 22 and 23 and has a weight 211 mounted in a body 212 .

Next, the operation of the conventional constant velocity joint constructed as described above will be explained.

When rotational power output from an engine (not shown) is transmitted to the housing 2 through a transmission (not shown), the housing 2 rotates. The rotational power of the housing 2 is transmitted to the tripod frame 3 through the outer roller 4, the inner roller 5 and the needle roller 6, and then the shaft 1 on which the tripod frame 3 is connected rotates. The rotational power of the shaft 1 is transmitted to the outer ring 13 through the inner ring 15 and balls 16, and then a wheel (not shown) connected to the outer ring 13 rotates.

In the three-prong constant velocity joint provided at the right end (ie, the inner end) of the shaft 1 facing the engine, when the outer roller 4 slides in the track groove of the housing 2, it is operatively coupled with the outer roller 4 The angle of rotation of shaft 1 of , changes, resulting in a joint angle following the displacement of the vehicle. In the ball cage type constant velocity joint provided at the left end (i.e., the outer end) of the shaft 1 facing the tire, the rotation angle of the outer ring 13 is changed due to the presence of the balls 16, thereby generating a motion following the displacement of the vehicle. pitch angle.

The protective cover 10 of the three-prong constant velocity universal joint and the protective cover 18 of the ball cage type constant velocity universal joint respectively play the role of sealing the three-prong constant velocity universal joint and the ball cage type constant velocity universal joint, thereby preventing the three-prong type constant velocity joint The constant velocity universal joint and the ball cage type constant velocity universal joint are polluted by foreign impurities.

In addition, when the torque output from the engine is transmitted to the wheels through the shaft 1, unbalanced rotation may occur at a certain rotation angle of the shaft 1 rotating at high speed, which may cause undesired vibration and adversely affect the operation of the drive system . In order to prevent unwanted vibrations due to unbalanced rotation, a damper 2 installed at the center of the shaft 1 prevents booming that occurs on the shaft 1 rotating at high speed due to unfavorable vibration frequencies.

3 is an exploded view showing a conventional ball type constant velocity joint used in a vehicle, FIG. 4 is a perspective view of the conventional ball type constant velocity joint shown in FIG. 1 , and FIG. The cross-sectional view of the conventional ball type constant velocity joint before the joint angle is generated, and FIG. 6 is a view showing the conventional ball type constant velocity joint shown in FIG. 5 after the joint angle is generated Cross-sectional view.

As shown in FIGS. 3 to 6 , in a conventional CV joint for vehicles, balls 16 are mounted via a cage 14 and an inner ring 15 . During turning, the balls 16 move lengthwise in grooves formed on the circumferential inner surface of the outer ring 13 .

The ball track OBT of the outer ring 13 is formed to follow a radius R2 extending from the rotation center r2, and the ball track IBT of the inner ring 15 is formed to follow a radius R3 extending from the rotation center r3.

The funnel angle f (funnel angle) formed at the center of the ball 16 between the rotation center r2 of the outer ring ball track OBT and the rotation center r3 of the inner ring ball track IBT is at 12° for a 6-ball cage type joint to the range of 15°, and for the 8-ball joint it is in the range of 7° to 12°. The funnel angle f facilitates the bending and turning of the universal joint. Here, if the funnel angle f is not fixed, the gimbal may jam and the efficiency of the gimbal may decrease.

The rotation center r2 of the outer ring ball track OBT and the rotation center r3 of the inner ring ball track IBT are positioned parallel to each other at a constant offset amount R1 from the joint rotation center r1. During bending, the cage 14 and the balls 16 rotate through half of the joint angle of the inner ring 15, and the center of rotation r2 of the outer ring ball track OBT and the center of rotation r3 of the inner ring ball track IBT rotate relative to the joint The center r1 rotates along a radius corresponding to the offset R1.

However, according to the trend toward lightweight and compact CVJs, cages of conventional CVJs may be subject to increased stress.

Contents of the invention

Therefore, the present invention aims to solve the above-mentioned problems occurring in the prior art, and an object of the present invention is to provide an angular offset ball cage type constant velocity joint for vehicles, the angular offset ball Cage constant velocity joints can compensate the contact surface pressure between the outer ring groove and the balls while maintaining the outer diameter of the outer ring by positioning the center of rotation of the outer ring and the center of rotation of the inner ring symmetrically relative to each other at an offset angle. Increase the strength of the gimbal.

According to an aspect of the present invention, there is provided an angularly offset ball cage type constant velocity joint for a vehicle, comprising: an inner ring connected to an end of a shaft, an outer ring installed outside the inner ring, A plurality of balls transmitting the torque of the inner ring to the outer ring, and a cage having openings for supporting the corresponding balls, wherein the center of rotation of the ball track of the outer ring is symmetrical to the center of rotation of the ball track of the inner ring at an offset angle.

Preferably, the contact area of the portion in the groove of the outer ring is increased by the offset angle, said portion achieving a minimum contact area with respect to the balls when the gimbal angle is maximized.

Preferably, the contact area of the portion in the groove of the inner ring is reduced by the offset angle, said portion achieving a maximum contact area with respect to the balls when the gimbal angle is maximized.

The strength of the cage can be increased by utilizing the outer diameter of the cage.

A ball cage joint may be mounted at the outboard end of the axle facing the wheel.

The offset angle preferably ranges from -45 degrees to +45 degrees.

The ratio R1/PCD of the pitch circle diameter PCD of the plurality of balls positioned symmetrically to each other with respect to the universal joint rotation center r1 to the offset R1 is in the range of 0.040 to 0.130.

As described above, in the angularly offset ball cage type constant velocity joint for vehicles according to the present invention, it is possible to achieve the desired results in the angular offset by positioning the center of rotation of the outer ring and the center of rotation of the inner ring symmetrically with respect to each other at an offset angle. The strength of the joint is enhanced by compensating the contact surface pressure between the groove of the outer ring and the balls while maintaining the outer diameter of the outer ring.

Additional aspects and/or advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.

Description of drawings

Objects, features and advantages of the present invention will be clearer from the following detailed description in conjunction with the accompanying drawings, wherein:

FIG. 1 is a cross-sectional view showing a conventional constant velocity joint;

FIG. 2 is a schematic diagram showing the appearance of the conventional constant velocity joint shown in FIG. 1;

FIG. 3 is an exploded view showing a conventional CV joint used in a vehicle;

Fig. 4 is a perspective view of the conventional cage type constant velocity universal joint shown in Fig. 1;

5 is a cross-sectional view showing a conventional ball cage type constant velocity joint for a vehicle before a joint angle is generated;

6 is a cross-sectional view showing the conventional CV joint shown in FIG. 5 after the joint angle is generated;

7 is a cross-sectional view showing an angled cage type constant velocity joint for a vehicle before a joint angle is generated according to an embodiment of the present invention;

FIG. 8 is a cross-sectional view showing the cage type constant velocity joint shown in FIG. 7 after the joint angle is generated; and

FIG. 9 is an enlarged view showing essential parts of the cage-type constant velocity joint shown in FIG. 7 .

Detailed ways

In the following, a preferred embodiment of the invention will be explained by means of several exemplary or preferred embodiments of the invention and with reference to the accompanying drawings. Other advantages and features of the invention will also become apparent upon study of the following detailed description and upon reference to the accompanying drawings. However, the following descriptions of these embodiments are mainly for illustrating the principle and exemplary structures of the present invention, and the present invention is not specifically limited to these exemplary embodiments. Therefore, those skilled in the art can understand or recognize that various modifications, replacements and equivalent substitutions can be made to the present invention without departing from the spirit and scope of the present invention.

7 is a cross-sectional view showing an angled cage type constant velocity joint for a vehicle before a joint angle is generated according to an embodiment of the present invention, and FIG. 8 is a diagram showing the cage shown in FIG. 7 A cross-sectional view of the constant velocity joint after the joint angle is generated, and FIG. 9 is an enlarged view showing basic components of the constant velocity joint shown in FIG. 7 .

As shown in FIGS. 7 to 9 , an angularly offset CV joint for a vehicle according to an embodiment of the present invention includes: an inner ring 35 installed at the end of a shaft; an outer ring 33 , which is installed outside the inner ring 35 ; a plurality of balls 36 for transmitting the rotational power of the inner ring 35 to the outer ring 33 ; and a cage 34 which has openings for supporting the balls 36 . Here, the rotation center r2 of the ball track OBT of the outer ring 33 and the rotation center r3 of the ball track IBT of the inner ring 35 are spaced apart from each other and symmetrical to each other at an offset angle α.

The offset angle α ranges from -45 degrees to +45 degrees.

Since the ratio R1/PCD of the pitch circle diameter PCD to the offset R1 of the plurality of balls 36 positioned symmetrically to each other with respect to the universal joint rotation center r1 is in the range of 0.040 to 0.130, the center of the balls 36 is formed at The funnel angle f between the center of rotation r2 of the outer ring ball track OBT and the center of rotation r3 of the inner ring ball track IBT is kept within the range of 12° to 15° for the 6-ball joint, and for the 8- The cage-type joint stays in the range of 7° to 12°, which facilitates the bending and turning of the joint.

Hereinafter, the operation of the angularly offset CV joint for a vehicle according to an embodiment of the present invention configured as described above will be explained.

When rotational power output from an engine (not shown) turns the shaft, the rotational power of the shaft is transmitted to the outer ring 33 through the inner ring 35 and balls 36, and then a wheel (not shown) connected to the outer ring 33 rotates.

In this case, in the angular offset ball cage type constant velocity joint for vehicles according to the embodiment of the present invention, the rotation angle of the outer ring 33 is changed by the balls 36 to generate a displacement following the vehicle pitch angle. The rotation center r2 of the outer ring ball track OBT and the rotation center r3 of the inner ring ball track IBT are positioned symmetrically with respect to each other at an offset angle α, thereby contacting by compensating the groove of the outer ring 33 while maintaining the outer diameter of the outer ring 33 Surface pressure to enhance the overall strength of the joint. In other words, referring to FIGS. 7 and 8 , the portion indicated by reference 'a' in the groove of the outer ring 33 is increased by the offset angle α, which is achieved relative to The minimum contact area of the ball 36 and the contact surface pressure can be reduced by increasing the contact area of the portion 'a' by the offset angle α. The portion indicated by reference 'b' in the groove of the inner ring 35 is reduced by the offset angle α, which portion achieves the maximum contact area with respect to the balls 36 when the gimbal angle is maximized. In this way, even if the contact surface pressure increases, the entire groove contact surface pressure can be compensated by reducing the contact area by offsetting the angle α. Here, the offset angle α is in the range from -45° to +45°. In addition, the ratio R1/PCD of the pitch circle diameter PCD to the offset R1 of the plurality of balls 36 positioned symmetrically to each other with respect to the universal joint rotation center r1 is in the range of 0.040 to 0.130.

As described above, if the contact surface pressure between the grooves of the outer ring 33 and the inner ring 35 is compensated, the strength of the cage 34 can be enhanced by relatively increasing the outer diameter of the cage 34 .

Although the exemplary embodiments of the present invention have been described in detail above, it should be understood that many changes and modifications of the basic inventive concept described herein will be apparent to those of ordinary skill in the art. within the spirit and scope of the exemplary embodiments of the present invention.

Claims (4)

1., for an angled skew rzeppa universal joint for vehicle, comprising:

Inner ring, described inner ring is connected to the end of axle, and has inner ring ball orbit, and described inner ring ball orbit is along the constant radius of the whole length restriction distance inner ring center of rotation of described inner ring ball orbit;

Outer ring, described outer ring is arranged on the outside of described inner ring, and has outer ring ball orbit, and described outer ring ball orbit is along the constant radius at the whole length restriction distance outer ring rotating center of described outer ring;

Multiple ball, described multiple ball is used for the moment of torsion of described inner ring to be delivered to described outer ring, and at least one in described multiple ball engages with described inner ring ball orbit and described outer ring ball orbit; And

Retainer, described retainer has the opening for supporting corresponding described ball,

Wherein, the center of rotation of outer ring ball orbit and the center of rotation of inner ring ball orbit are with deviation angle symmetry, described deviation angle comprise relative to through universal joint center of rotation longitudinal axis for axial component and radial component, wherein, " through the described deviation angle formed the horizontal center line of described universal joint center of rotation and the radial line of the center of rotation through described universal joint center of rotation and described outer ring ball orbit " is equal with " through the described deviation angle formed the horizontal center line of described universal joint center of rotation and the radial line of the center of rotation through described universal joint center of rotation and described inner ring ball orbit " and is symmetrical arranged relative to the vertical center line through described universal joint center of rotation,

Described deviation angle is between spending in the scopes of+45 degree from-45; And

Wherein, the pressure of contact surface between described outer ring and described multiple ball reduces by increasing universal joint angle.

2. angled skew rzeppa universal joint as claimed in claim 1, wherein, the intensity of described retainer is increased by the external diameter of described retainer and increases.

3. angled skew rzeppa universal joint as claimed in claim 1, wherein, described rzeppa universal joint is arranged on the outboard end place towards wheel of described axle.

4. angled skew rzeppa universal joint as claimed in claim 1, wherein, is mutually symmetrical the ratio R1/PCD of the pitch diameter PCD of described multiple ball of location and side-play amount R1 in the scope of 0.040 to 0.130 relative to universal joint center of rotation r1.