CA1080990A - Constant velocity universal joint - Google Patents
Constant velocity universal jointInfo
- Publication number
- CA1080990A CA1080990A CA305,603A CA305603A CA1080990A CA 1080990 A CA1080990 A CA 1080990A CA 305603 A CA305603 A CA 305603A CA 1080990 A CA1080990 A CA 1080990A
- Authority
- CA
- Canada
- Prior art keywords
- segments
- fork
- pinion
- gear
- segment
- 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.)
- Expired
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Abstract
CONSTANT VELOCITY UNIVERSAL JOINT
Abstract of the Disclosure A rolling-contact universal joint rotatably transmits power from one shaft to another without variations in velocity, at relatively large angles of deflection between input and output shafts. A cluster of gear segments capable of transmitting comparatively high torques over a wide range of speeds are interposed between interdigitated forks. The relative motions between the load carrying elements are rolling contacts between gear segments; and the conical shape of cooperating gear surfaces affords opportunity for adjustments to eliminate backlash in the assembly or to take up wear.
Abstract of the Disclosure A rolling-contact universal joint rotatably transmits power from one shaft to another without variations in velocity, at relatively large angles of deflection between input and output shafts. A cluster of gear segments capable of transmitting comparatively high torques over a wide range of speeds are interposed between interdigitated forks. The relative motions between the load carrying elements are rolling contacts between gear segments; and the conical shape of cooperating gear surfaces affords opportunity for adjustments to eliminate backlash in the assembly or to take up wear.
Description
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Back~round o~ t:he In~ention In wide use and possessing various deslgns in power tran5111i~5iOn m~chinery i5 the univer~al joint (,sometimes termed :
knuc~l~ joint~ which.has been long exi~;tant. in the art of S machine build.ing. In its earliest and simple6~ forms such i~
familiarly known as the ~ooke's ox Cardan kype, consisting es.sentially of two forks connected throucJh an .i.ntermediate : ~ block straddled by the forks and journalled thexeto at right angles to each other. The Hoo~a'.s-Cardan type of jo.int has the ~: 10 ~ixtue of simplicity combined with capab.ility o~ accommodatin~
high torques at very large angles oE deflection be~ween input and output shafts. However, the dynamic pexformance :is not , ideal, since there is a variation between the ancJular motions of the connectad shafts, which ha~ ullaGceptably severe inert~al .' ,load consequences at:hi~h speeds, large deflection angles, or.
with substantial masses connected by the cooperatincJ sha~t.s.
E~lem0ntary analysis shows that the angular vari.ation :~ characteri~tic of the Hooke's or Cardan jo.int is deqcribed by : the relat.ionship : tan ~ = tan ~, sea,~ , where c~ and ~ are the angle~ of rotat.ion o the input and : output ~hafts and ~ i~. the d~flection angle ~etween the , shafts. ~ typical value of the ~ariation i~ seen at ~ = 36 . which i~ at the upper limit reached in most high speed dpplications su~h a~ automatic ront wheel dr.ives, axles and ?~
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Back~round o~ t:he In~ention In wide use and possessing various deslgns in power tran5111i~5iOn m~chinery i5 the univer~al joint (,sometimes termed :
knuc~l~ joint~ which.has been long exi~;tant. in the art of S machine build.ing. In its earliest and simple6~ forms such i~
familiarly known as the ~ooke's ox Cardan kype, consisting es.sentially of two forks connected throucJh an .i.ntermediate : ~ block straddled by the forks and journalled thexeto at right angles to each other. The Hoo~a'.s-Cardan type of jo.int has the ~: 10 ~ixtue of simplicity combined with capab.ility o~ accommodatin~
high torques at very large angles oE deflection be~ween input and output shafts. However, the dynamic pexformance :is not , ideal, since there is a variation between the ancJular motions of the connectad shafts, which ha~ ullaGceptably severe inert~al .' ,load consequences at:hi~h speeds, large deflection angles, or.
with substantial masses connected by the cooperatincJ sha~t.s.
E~lem0ntary analysis shows that the angular vari.ation :~ characteri~tic of the Hooke's or Cardan jo.int is deqcribed by : the relat.ionship : tan ~ = tan ~, sea,~ , where c~ and ~ are the angle~ of rotat.ion o the input and : output ~hafts and ~ i~. the d~flection angle ~etween the , shafts. ~ typical value of the ~ariation i~ seen at ~ = 36 . which i~ at the upper limit reached in most high speed dpplications su~h a~ automatic ront wheel dr.ives, axles and ?~
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3V ' transmi3sio1l sha~ts. At this deflection the output shaft will alternately ~e a1lgularly advanced or retarded, each twice per shaft revolution, to peak values of ~ 6. The corresponding variation in velocity is + 24% referred to the input speed.
It is clear that such variations in relative position would be awkward in preision control applications where it is important to maintain accuracy of motion from one point in a machine drive to another point via a univer~al joint used to 't ~ ~ change shaft direction. The substantîally large cyclical variations in velocity create :intolerable vibr~tions and acceleration loads where massive loads are being driven.
De3pite the undesirable characteristlc of non-uniformity in the Hooke's or Cardan joint, lts simplicity has . ~
led to extensiv application whexe speeds and in~rtial loads are low and demands for precision of position ~re minirnal. But increasing areas of application are leveloping where the consequences of motion irregularity are unacceptab]e for reasons of noise, excessive vibration, imprecision of control, or consequent wear. Numerous examples can be cited such as the 2~ automotive front wheel drives, helicop~er rotor drives, marine inboard-outboard propellor ~hats, hydxaulic pump swash plate drives, etc.
Beginning with the era of abruptly higher machine and transportation speQds cixca the end of World War I, intensive efforts were made to find substitute ~or the Hooke's~Cardan type of jo ~ whlch would have uniform ve10cit~ performance.
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3V ' transmi3sio1l sha~ts. At this deflection the output shaft will alternately ~e a1lgularly advanced or retarded, each twice per shaft revolution, to peak values of ~ 6. The corresponding variation in velocity is + 24% referred to the input speed.
It is clear that such variations in relative position would be awkward in preision control applications where it is important to maintain accuracy of motion from one point in a machine drive to another point via a univer~al joint used to 't ~ ~ change shaft direction. The substantîally large cyclical variations in velocity create :intolerable vibr~tions and acceleration loads where massive loads are being driven.
De3pite the undesirable characteristlc of non-uniformity in the Hooke's or Cardan joint, lts simplicity has . ~
led to extensiv application whexe speeds and in~rtial loads are low and demands for precision of position ~re minirnal. But increasing areas of application are leveloping where the consequences of motion irregularity are unacceptab]e for reasons of noise, excessive vibration, imprecision of control, or consequent wear. Numerous examples can be cited such as the 2~ automotive front wheel drives, helicop~er rotor drives, marine inboard-outboard propellor ~hats, hydxaulic pump swash plate drives, etc.
Beginning with the era of abruptly higher machine and transportation speQds cixca the end of World War I, intensive efforts were made to find substitute ~or the Hooke's~Cardan type of jo ~ whlch would have uniform ve10cit~ performance.
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1080~90 small numbex o~ successul joi.nts ha~e been ~ouncl, notably the Rzeppa and Weiss rolling ball ~oints, and a variety o sliding block types of which the Tracta appears to be the most frequently used. In addition a nun~er of "kinematic'~ models have appeared which are theoretical laboratory solutions o~
: the problem of providing con~tant velocity ancJular transmission.
However, regarding the latter, thair practical value is questionable for reasons of complexity, non~compactness, or low-load caxxying a~ility.
iO ~ : A fairly frequent solution is the use oE two Hooke' 5-Cardan joints in series~ so phased that the irregularities o~
:
one are cancelled out by oppositel~ ~irected variations o~ t:he other. This is less than ideal becauc3e of:the added space :required by the second joint, the irregular motion o~ the 15~ intermediate membex between the twol i.nability in many applications to ensure that each joint operates at the same angle as the other;as well as other obvious disadvantagec3 such ~;: as cost, noise vibration and wear to menti.on a ~ew.
The rolling ball joints inventcd almos~ fifty years : 20 ~ ago have enjoyed the greatest succe~ and are used currently a~
first cho.ice where high performance is recfui.red. ~owever~ they : have limitations in respect to high manufacturing C05t, limited ~durability, and are subject to derating at high ~peeds and lar~e deflection angles. They are not susceptibl.e of adjustment to ~take up wear and there~ore cannot be assembled to a true zexo ' :" ~ :
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backla.sh condition (in view o~ rnanufacturing tolerances) without preloading which detrac~s from load carrying ability and economy of production~
It may therefore be ~airly said that much room for improvement remains in the evolution of the universal joint regarding economy, ~implicity, durability and other factors.
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~Summary of the Invention ~:
An object of the present invention is to provide a ~;~universal joint which eliminates the aforementioned disadvantages -~ ~ 10~ and drawbacks of prior art joints and which is capable of being mass produaed economically~ employing reasonable manu~acturing tolerances to achieve precise uniform velocit.y operation.
AnOther object is to provide a con~tant velocity universal joint o~ the foregoing type which i5 not only simple ~ut capable of being produced at relatively low cost compared to existing constant velocity universal join1:s while being ~ competitivé with non-uniform velocity joints o~` the Hooke's-'~ ~ Cardan types in general use.
` ~ 5till another object is to provide a universal joint of the foregoing type which may be manufactured to existing stanclards o gear tooth or cam proiles and by the use of current gear or cam productiorl tools in manufacturing practices.
A further object is to provide a universal joint o~
the fo.egoing type which i~ cc~pable of bei.ng designed to accept ~5 torque loadings equal to or exceeding existing con~tant velocity :: ~
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universal ~oints with e~uivalerlt ~lze proportiorls and speed rati~gs equal to or exceeding existing types as well as a joint capable of operating at deflection anyles equal to ox greater than existing types.
A still further object is to provide a constant velocity univer~al joint which is adjustable as ~o operating ~clearance for the accommodation of generou~ manufacturing tolerances to achieve minimum backlash in the original as~embly and which is adjustable during the useul operating life to take up wear and thereby minimize backlash throughout the term of u~e, which fe.~ture is not avallable in existing types.
Brief Descri~tlon of the Drawin~s ; Figure 1 is an exploded i ometria view of the constant velocity universal joint of this invention.
~ 15 ~ Figure 2 is an isometric view of the univer~al joint ; ~ in assembled form showing the drive and driven a~is a~ an angle relative to one another~ ~
Fi~ure 3 is a top plan view of the asser~led universal joint of Figure 2.
~ Figure 4 i9 a sectional view taken along line~ 4-4 of Figure 3~
Figuxe 5 is a sectional view taken along lines 5-5 o~ Figure 3.
Figure ~ is a sectional plan view taken Ol1 the common c~ntral plane containing the two ~haft axe~ and parallel to the plane of the drawing.
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Figure 7 is a view similar to E~igure 3 bu~ Wi ~h the joint rotated 45~.
Fit~ure 8 is a view similar to Figure 3 but with the joint rot~ted 9U.
Fi.gure 9 is a top plan view o~ the universal jOillt w:ith the axes of the lrive and driven shafts aligned with the forks orientated 45~ to the plane of the drawing;
Figure 10 i5 a side elevat.ional view of the universal joint shown in Figure 9;
Figure 11 is an elevational view of a "xocking" pinion segment;
Figure 12 is a cro~s-secti.onal view taken along ; lines 12-12 of Figure 11;
: : Figure~13 is a diagrammatic view o~ the universal joint ..
of this invention showing each o~ the drive and driven shafts deflected /~ about axis Y~Y upwardly from the plane of the drawings with the included angle being 180 ~ ~ with the fork3 ~ oriented 45 to the plane of the clrawings;
:~ Figure 14 is a si.de elevational view of the unive.rsal j~int of yure 13;
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Figure 15 is another diagrammatic view of the gear segments shown in Figure 13 illustrating the rotation o the pinion segments as a unit about axes X-X and the bevel gear : segments as part of complete bevel gears shown in phantom with their rotation being about axes Y-Y; and ~ ~ , 1, Figure 16 is a similar diagrammatic view showing the , ;~
movement of the pinion segments and the bevel gear segments shown in detail in Figure 14 with axis X'-X' being perpendicular to the rotational axes of the.drive and therefore the new position~
of the rotational axes of the bevel gears shown in phantom from vh~ch th~ g r segmc~ts o FigU~ a-e derived.
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Detailed Description In the drawings, the joint main input and output members are two massive keyed drive hubs 20 and 22 to receive the respective input and output shafts 24 and 26 which are to be connected by the universal joint 28. These hubs have extending therefrom forks 30, 32, 34 and 36 which transmit torque in either direction of rotation to the associated bevel gear seyments 30a and 30b, 32a and 32b, 34a and 34b, and 36a and 36b, respectively. Whera desired or necessary, the hubs and associated forkæ with segments may be integral with each other, that is to say they may be machined out of one solid blank and thereby eliminate the need for fasteners. In he ~drawings, these parts are shown as separate element~ in the accompanying illustrations only to isolate their individual functions.
~he bevel gear ~egments 30a, 30b, 32a, 32b, 34a, 34b, 36a and 36b may be considered to be segments of a complete circular bevel gear so situated that the axis of rotation o~
the teeth of a given segment is a line through the center of the joint, but at 45 with the plane of the fork on which the segment i~ located. Each bevel gear segment may be regarded as a "slice" of its parent gear cut out on a plane at 45 to the gear axis. The origins o the bevel gear segments and their essential orientation are illustrated in Figures 13 to 16.
Bevel split compo~nd pinion segment~ 38a and 38b, ~;
40a and 40b, 42a and 42~, and 44a and 44b are por~ions o !
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standard involute bevel pinions as mating members with the bevel gear segments of a standard bevel reduction gear set which in the illustrated embodiment has a tooth ratio of 2:1. It shoul be understood that this invention contemplates utilization of ratios. The split pinion segments are as divided at the exact center of the parent pinion (see Figure 15) and then the split surfaces are formed into the toothed contours 38a', 38b', 40a', 40b', 42a', ~2b', 44a' and 44b', respectively. These contours are derived from a cylindrical spur pinion form or blank which is revised by a slight tooth modification accomplished by sup-plementary gear cutting of the spur gear tooth spaces to greater depth E and at slight angle ~ to the spur gear blank axis, as a function of the angle ~C taken around the pitch circle from th center element designated as 0-0. The extra depth cutting pro-duces pitch contours which depart sllghtly from a circular form and may be described generically as paraboloid. The paraboloid pitch contours h~ve magnitudes proportional in siæe to the dis-tance from the joint center in the same way as the bevel pinion teeth are proportioned in size from the center. The extra depth E and angle ~ are as tabulated in the following table with reference to Figures 11 and 12, as modifications to a spur pinion blank which has a pitch diameter of .625 ac large as the pitch diamete of khe large end of the a sociated bevel pimon; and the angle~ i9 ~ en inwardly in the same sense as the angle of the pitch cone o the bevel pinion teeth. Ob~iously, the described modification~ lead-ing to the spur gear configuration will be di~ferent ~or other than the t th ratlo of the lllustratod embodiment.
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inches degrees degrees 0.0028 1~ 0.301 0.0100 24 0.970 0.0168 36 1.678 0.01~6 48 2.328 0.0133 60 2.953 : , * Applicable directly toC~ or cin~ar pi~ =
lr/q6 for bevel gear and pinio~ teeth. For larger values of ~ decrease E propo ~ onately to-the pi ~ ~.
and ~ are unchanged.
. . , ~ ~ Tension rods 46 and 48 have threaded ends and in association with screw studs 14 and nuts S0 serve to tie together palrs of pinion segments which are diametrically opposite (and which have been found to describe theoretically identical motions in all aspects of the join~ action). ~he two rods 46 and 48 are trimmed near the center of their length in such a way as to permit them to cross at about 30 in the common plane which contains their longitudinal axes. The ; ~ trimming also provides for them to turn relative to each other about their axes so that the "rocking" motion of the compound pinion segments 38a-42b is unimpeded. The radially outward thrust forces which are an inevitable consequence of 0rce3 on the bevelpinion teeth, are balanced by the tension rods. ~he tension -;
~rods 46 and 48 are associated with only two pairs of the ~;
compound split bevel pinion segments 38b and 42b, and 38a and 42a.
respectively. The other two bevel pinion pairs are accommodated .' .
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by two rings 52 and 54, which fit together as shown in Figure 4 each having opposed radially extending threaded studs 52a and 52b and r4a and 54b and associated nuts 50. The tension between diametrically opposite bevel pinion segrnents is assumed in each ring through these screw studs and nuts. The relationships among the interlocking tension members is shown more comprehensively in Figure 5.
The stabilizing links 56 serve to keep aligned those bevel pinion segments 40b and 44b attached to the smaller tension ring 52. These two gear segments have no other inner abutmenk against inward displacement except the taper of the teeth. It has been found that in dynamic operation,tooth friction forces may cause progressive inward creeping to cause ~amming in the absence of a positive stop against such a tendency.
Obviously, other alternative means may be adopted for positioning the bevel pinion segments in fixed relationship with each other. Suitable key arrangements (not shown) may be em-ployed and shims (not shown) may be deployed so that the bevel pinion segements may be exactly positioned inwardly for optimum gear operating clearance (backlash)to m~miæe tooth friction and p~n~
a~ate film thickness for lubricant. Such shims pr~vlde opportunity fox . .
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initial fitting of the assembly in view of manufacturing tolerances. The shims also allow take-up ~or wear in the course of extended operation to provide essentially ideal fitting and ~inimized ~Ibacklash~ conditions throughout a long S useful life.
Thus, a combination (cluster) of gears transmit tsrque by means of tangential pre~sure contacts carried around ; as near as possible to the outer periphery of the clu ter where the load carrying surfaces have the greatest mechanical ~
advantage; and to establish contours for the gear pitch surfaces which will provide for their intimate contact in all relative positlons of the input and output members in rotatlon and deflection. The compound beveI split pinions 38a, 38b,42a and 4Zb ac as~idlers be~æ~n the bevel gear ~ff~h=~s 30b,36b, and 3Zb,34b to transmit (by 15;~ ~pressure through theml the torque forces from one fork to the other.
~The compound pinion segments 38a, 38b, ~2a and 42b may rock on each other in such a way that the space between opposing forks is always exactly filled when said opposing forXs assume a relative angular attitude to each other (as opposed to a 20 ~ mutually parallel relationship). As will be appreoiated, the necessary condition ~or constant velocity transmission is simply that the input and outpuk shafts must not turn with respect to ~the axis of de1ection (and thereor with each other) as shafts are de1ected from a straight line through the joint center.
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An ex~minati,on of Fi.~ures 13-16 will serve to make clear that for the condi.ti.on o shat rotation where the shaft forks are each.ori.ented at 45 to the axis of deflection (,in , thls case the axis a~out whi.ch the deflection takes place is ...
~: the YY axis) a total jo;nt defIection angle o ~ as shown in : : Figure 14 causes the ~evel gear segments to take an . '- .
~angular attitude to each other and forces the associated ~plit . .
plnion segments to rock, and roll down in the figure movlng into that unlque position where they just fill the space between the ~ea ~:~ 10; ~ se~ts. The spur gear pitch surface~is so ~haped that reg~ess of '~
~thè~angle taken by the gear segments there is only one position~ ~ -that~lt can take, since any other position would not allow enough : :room. In other words, the associated:split pinion segments roll into:a "hollow" and stay there. It should be noted that the same ~ . .
lS ~ ~behavior is exhiblted by the matching split pinion segments;. ' .
diametrically opposlte (beneath the plane of the drawing). ...
~' The corresponding behavior of those elements 90 ,removed are shown in Figure 13. Here the fork-mounted bevel gear segments~perform a pure rotatlon about the axls o~
20~ ~' ~deflection YY, in opposite directions to each other. The associated split pinion segments act in this mode as though it . ~ .
were solid or unsplit and simply rotates on~its axis XX, through ., , an angle equal to ~ ~2 multiplied by the gear-to-pinion ratio ....
: ~which in this case is two).
'25:It should be obvious that under the total de~lection .
, ~ ~ th otation of the split plnion segment~ as a unit 'i , , - 13 -.
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(no rocking necessary since the opposing gears are parallel) the input and output shafts do not rotate about their own axes (they simply sw;ng about YY as a pivot~. Therefore under the conditions described above for the relationships in Figures 13 and 14, the necessary condition for constant velocity is satisfied. In can be shown that any other position of the joint (deflection about XX creates the same conditions as for that about YY) creates a condition which is a vector combination o~
Figures 13 and 14. For example if the shafts are deflected by ~ about a new 45 axis WWf hal-way between X and Y, the same effect can be obtained by flrst deflecting .707 ~ about YY, then .707 ~ about XX. The resulting final po~ition i8 the ~same and all the splLt pinion segments have performed two :~ .
functions as shown individually in Figures 13 and 14 but lS ~superimposed upon each in combination. The action or the component of deflection about YY is identical to ~hat of Fig 14 AA
(except to a lesser degreej and the component of deflection about XX is .707 of that shown in Figure 13. This latter is pure rotation of the associated split pinion segment~. This 20~ supplementary rotation of the pinion is not quite ideal since it has been rocked into a slightly non-circular form by the ; other component of the de1ection. However, it has been found mathematicall~ that in the case of 36~tot~l deflection e~ the worst consequence~is the introduction o one thousandth of the joint's outside radius as looseness during the rotation. Such degree of looseness is negligible as a practical consideration in view of necessary operating clearances.
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Ona complete revolution of the universal joint 28 will now be described with reference to the drawings. Assuming a rela-tive disposition of the drive shaft 24 and driven shaft 26 turned 45 from their respective disposition illustrated in Fig. 3, the pinion segments 38a and 38b will be engaged as shown in Fig. 14.
Pinion segments 42a and 42b on the opposite side ~idden) will be rocked to the same degree but in the opposite direction. Pinion segments 40a and 40b (and 44a and 44b on the opposite side and hidden) will be disposed as shown in Fig. 13. Turning the shafts 90 in a clockwise direction from Figs. 13 and 14 will reverse the disposition of pinion segments from that illustrated in Figs. 13 ~and 14. Towards this end, pinion segments 38a and 38b together with 42a and 42b will be disposed in the manner depicted by 40a, 40b and 44a and 44b in Fig. 13. Pinion segments 40a and 40b will ~ ~then be disposed as are 38a and 38b shown in Fig. 14 with pinion segments 44a and 44b rocked in the same manner but in the opposite ~direction. Upon fur her~rotation of the shafts through another 90 or 225 from Fig. 3, pinion seqments 42a and 42b will be disposed in the manner depicted by 38a and 38b in ~ig. 14 with pinion seg- ;~
ments 38a and 38b then becoming hidden, rocked to the same degree~
but in the opposite direction. Pinion segments 40a and 40b and 44a and 44b will again be disposed substantially as they are shown in Fig. 13, but with their locations reversed. When the shafts ar turned another 90 (or 315 from Fig. 3)pinion segments 44a and 44b will be disposed substantially as 38a and 38b are shown in ; Fig. 14 with pinion segments 40a and 40b then hidden below rocked to the same extent but in the opposite direction. At 315~ rom Fig. 3 pinion segments 38a and 38b and 42a and 42b will be dispose substantially as 40a and 40b are shown in Fig. 13. At 45 inter-vals from the positions shown in Fig.s 13 and 14 the pinion seg-ments will assume positions that would be a combination o~ rocking and turning substantially as shown in Pig 2, 3 and 8~
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In the preferred embodiment of the invention shown in the drawings, the rolling contact surfaces are toothed. However, in a somewhat less preferred embodiment, the same result can be obtained by substituting curved cam contact surfaces which dup-licate the pitch surface contours of the illustrated gears and pinions supplemented by "crossed-belt" metal strips interposed between the contacting rolling surfaces and so fastened as to prevent slippage.
.' . Thus the several aforenoted objects and advantages : are most effectively attained. Although several somewhat preferre embodiments have been disclosed and described in detail herein, : ~ : it -~hould be understood that this invention is in no sense limited : thereby and its scope is to be determined by tha~ of the appended ~c.
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1080~90 small numbex o~ successul joi.nts ha~e been ~ouncl, notably the Rzeppa and Weiss rolling ball ~oints, and a variety o sliding block types of which the Tracta appears to be the most frequently used. In addition a nun~er of "kinematic'~ models have appeared which are theoretical laboratory solutions o~
: the problem of providing con~tant velocity ancJular transmission.
However, regarding the latter, thair practical value is questionable for reasons of complexity, non~compactness, or low-load caxxying a~ility.
iO ~ : A fairly frequent solution is the use oE two Hooke' 5-Cardan joints in series~ so phased that the irregularities o~
:
one are cancelled out by oppositel~ ~irected variations o~ t:he other. This is less than ideal becauc3e of:the added space :required by the second joint, the irregular motion o~ the 15~ intermediate membex between the twol i.nability in many applications to ensure that each joint operates at the same angle as the other;as well as other obvious disadvantagec3 such ~;: as cost, noise vibration and wear to menti.on a ~ew.
The rolling ball joints inventcd almos~ fifty years : 20 ~ ago have enjoyed the greatest succe~ and are used currently a~
first cho.ice where high performance is recfui.red. ~owever~ they : have limitations in respect to high manufacturing C05t, limited ~durability, and are subject to derating at high ~peeds and lar~e deflection angles. They are not susceptibl.e of adjustment to ~take up wear and there~ore cannot be assembled to a true zexo ' :" ~ :
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.. . - 4 -:
i ~
::
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backla.sh condition (in view o~ rnanufacturing tolerances) without preloading which detrac~s from load carrying ability and economy of production~
It may therefore be ~airly said that much room for improvement remains in the evolution of the universal joint regarding economy, ~implicity, durability and other factors.
:
~Summary of the Invention ~:
An object of the present invention is to provide a ~;~universal joint which eliminates the aforementioned disadvantages -~ ~ 10~ and drawbacks of prior art joints and which is capable of being mass produaed economically~ employing reasonable manu~acturing tolerances to achieve precise uniform velocit.y operation.
AnOther object is to provide a con~tant velocity universal joint o~ the foregoing type which i5 not only simple ~ut capable of being produced at relatively low cost compared to existing constant velocity universal join1:s while being ~ competitivé with non-uniform velocity joints o~` the Hooke's-'~ ~ Cardan types in general use.
` ~ 5till another object is to provide a universal joint of the foregoing type which may be manufactured to existing stanclards o gear tooth or cam proiles and by the use of current gear or cam productiorl tools in manufacturing practices.
A further object is to provide a universal joint o~
the fo.egoing type which i~ cc~pable of bei.ng designed to accept ~5 torque loadings equal to or exceeding existing con~tant velocity :: ~
. . .' , .~ 5 I''' ~l ~8~
universal ~oints with e~uivalerlt ~lze proportiorls and speed rati~gs equal to or exceeding existing types as well as a joint capable of operating at deflection anyles equal to ox greater than existing types.
A still further object is to provide a constant velocity univer~al joint which is adjustable as ~o operating ~clearance for the accommodation of generou~ manufacturing tolerances to achieve minimum backlash in the original as~embly and which is adjustable during the useul operating life to take up wear and thereby minimize backlash throughout the term of u~e, which fe.~ture is not avallable in existing types.
Brief Descri~tlon of the Drawin~s ; Figure 1 is an exploded i ometria view of the constant velocity universal joint of this invention.
~ 15 ~ Figure 2 is an isometric view of the univer~al joint ; ~ in assembled form showing the drive and driven a~is a~ an angle relative to one another~ ~
Fi~ure 3 is a top plan view of the asser~led universal joint of Figure 2.
~ Figure 4 i9 a sectional view taken along line~ 4-4 of Figure 3~
Figuxe 5 is a sectional view taken along lines 5-5 o~ Figure 3.
Figure ~ is a sectional plan view taken Ol1 the common c~ntral plane containing the two ~haft axe~ and parallel to the plane of the drawing.
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Figure 7 is a view similar to E~igure 3 bu~ Wi ~h the joint rotated 45~.
Fit~ure 8 is a view similar to Figure 3 but with the joint rot~ted 9U.
Fi.gure 9 is a top plan view o~ the universal jOillt w:ith the axes of the lrive and driven shafts aligned with the forks orientated 45~ to the plane of the drawing;
Figure 10 i5 a side elevat.ional view of the universal joint shown in Figure 9;
Figure 11 is an elevational view of a "xocking" pinion segment;
Figure 12 is a cro~s-secti.onal view taken along ; lines 12-12 of Figure 11;
: : Figure~13 is a diagrammatic view o~ the universal joint ..
of this invention showing each o~ the drive and driven shafts deflected /~ about axis Y~Y upwardly from the plane of the drawings with the included angle being 180 ~ ~ with the fork3 ~ oriented 45 to the plane of the clrawings;
:~ Figure 14 is a si.de elevational view of the unive.rsal j~int of yure 13;
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Figure 15 is another diagrammatic view of the gear segments shown in Figure 13 illustrating the rotation o the pinion segments as a unit about axes X-X and the bevel gear : segments as part of complete bevel gears shown in phantom with their rotation being about axes Y-Y; and ~ ~ , 1, Figure 16 is a similar diagrammatic view showing the , ;~
movement of the pinion segments and the bevel gear segments shown in detail in Figure 14 with axis X'-X' being perpendicular to the rotational axes of the.drive and therefore the new position~
of the rotational axes of the bevel gears shown in phantom from vh~ch th~ g r segmc~ts o FigU~ a-e derived.
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Detailed Description In the drawings, the joint main input and output members are two massive keyed drive hubs 20 and 22 to receive the respective input and output shafts 24 and 26 which are to be connected by the universal joint 28. These hubs have extending therefrom forks 30, 32, 34 and 36 which transmit torque in either direction of rotation to the associated bevel gear seyments 30a and 30b, 32a and 32b, 34a and 34b, and 36a and 36b, respectively. Whera desired or necessary, the hubs and associated forkæ with segments may be integral with each other, that is to say they may be machined out of one solid blank and thereby eliminate the need for fasteners. In he ~drawings, these parts are shown as separate element~ in the accompanying illustrations only to isolate their individual functions.
~he bevel gear ~egments 30a, 30b, 32a, 32b, 34a, 34b, 36a and 36b may be considered to be segments of a complete circular bevel gear so situated that the axis of rotation o~
the teeth of a given segment is a line through the center of the joint, but at 45 with the plane of the fork on which the segment i~ located. Each bevel gear segment may be regarded as a "slice" of its parent gear cut out on a plane at 45 to the gear axis. The origins o the bevel gear segments and their essential orientation are illustrated in Figures 13 to 16.
Bevel split compo~nd pinion segment~ 38a and 38b, ~;
40a and 40b, 42a and 42~, and 44a and 44b are por~ions o !
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standard involute bevel pinions as mating members with the bevel gear segments of a standard bevel reduction gear set which in the illustrated embodiment has a tooth ratio of 2:1. It shoul be understood that this invention contemplates utilization of ratios. The split pinion segments are as divided at the exact center of the parent pinion (see Figure 15) and then the split surfaces are formed into the toothed contours 38a', 38b', 40a', 40b', 42a', ~2b', 44a' and 44b', respectively. These contours are derived from a cylindrical spur pinion form or blank which is revised by a slight tooth modification accomplished by sup-plementary gear cutting of the spur gear tooth spaces to greater depth E and at slight angle ~ to the spur gear blank axis, as a function of the angle ~C taken around the pitch circle from th center element designated as 0-0. The extra depth cutting pro-duces pitch contours which depart sllghtly from a circular form and may be described generically as paraboloid. The paraboloid pitch contours h~ve magnitudes proportional in siæe to the dis-tance from the joint center in the same way as the bevel pinion teeth are proportioned in size from the center. The extra depth E and angle ~ are as tabulated in the following table with reference to Figures 11 and 12, as modifications to a spur pinion blank which has a pitch diameter of .625 ac large as the pitch diamete of khe large end of the a sociated bevel pimon; and the angle~ i9 ~ en inwardly in the same sense as the angle of the pitch cone o the bevel pinion teeth. Ob~iously, the described modification~ lead-ing to the spur gear configuration will be di~ferent ~or other than the t th ratlo of the lllustratod embodiment.
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inches degrees degrees 0.0028 1~ 0.301 0.0100 24 0.970 0.0168 36 1.678 0.01~6 48 2.328 0.0133 60 2.953 : , * Applicable directly toC~ or cin~ar pi~ =
lr/q6 for bevel gear and pinio~ teeth. For larger values of ~ decrease E propo ~ onately to-the pi ~ ~.
and ~ are unchanged.
. . , ~ ~ Tension rods 46 and 48 have threaded ends and in association with screw studs 14 and nuts S0 serve to tie together palrs of pinion segments which are diametrically opposite (and which have been found to describe theoretically identical motions in all aspects of the join~ action). ~he two rods 46 and 48 are trimmed near the center of their length in such a way as to permit them to cross at about 30 in the common plane which contains their longitudinal axes. The ; ~ trimming also provides for them to turn relative to each other about their axes so that the "rocking" motion of the compound pinion segments 38a-42b is unimpeded. The radially outward thrust forces which are an inevitable consequence of 0rce3 on the bevelpinion teeth, are balanced by the tension rods. ~he tension -;
~rods 46 and 48 are associated with only two pairs of the ~;
compound split bevel pinion segments 38b and 42b, and 38a and 42a.
respectively. The other two bevel pinion pairs are accommodated .' .
,, , ', .
,~
by two rings 52 and 54, which fit together as shown in Figure 4 each having opposed radially extending threaded studs 52a and 52b and r4a and 54b and associated nuts 50. The tension between diametrically opposite bevel pinion segrnents is assumed in each ring through these screw studs and nuts. The relationships among the interlocking tension members is shown more comprehensively in Figure 5.
The stabilizing links 56 serve to keep aligned those bevel pinion segments 40b and 44b attached to the smaller tension ring 52. These two gear segments have no other inner abutmenk against inward displacement except the taper of the teeth. It has been found that in dynamic operation,tooth friction forces may cause progressive inward creeping to cause ~amming in the absence of a positive stop against such a tendency.
Obviously, other alternative means may be adopted for positioning the bevel pinion segments in fixed relationship with each other. Suitable key arrangements (not shown) may be em-ployed and shims (not shown) may be deployed so that the bevel pinion segements may be exactly positioned inwardly for optimum gear operating clearance (backlash)to m~miæe tooth friction and p~n~
a~ate film thickness for lubricant. Such shims pr~vlde opportunity fox . .
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initial fitting of the assembly in view of manufacturing tolerances. The shims also allow take-up ~or wear in the course of extended operation to provide essentially ideal fitting and ~inimized ~Ibacklash~ conditions throughout a long S useful life.
Thus, a combination (cluster) of gears transmit tsrque by means of tangential pre~sure contacts carried around ; as near as possible to the outer periphery of the clu ter where the load carrying surfaces have the greatest mechanical ~
advantage; and to establish contours for the gear pitch surfaces which will provide for their intimate contact in all relative positlons of the input and output members in rotatlon and deflection. The compound beveI split pinions 38a, 38b,42a and 4Zb ac as~idlers be~æ~n the bevel gear ~ff~h=~s 30b,36b, and 3Zb,34b to transmit (by 15;~ ~pressure through theml the torque forces from one fork to the other.
~The compound pinion segments 38a, 38b, ~2a and 42b may rock on each other in such a way that the space between opposing forks is always exactly filled when said opposing forXs assume a relative angular attitude to each other (as opposed to a 20 ~ mutually parallel relationship). As will be appreoiated, the necessary condition ~or constant velocity transmission is simply that the input and outpuk shafts must not turn with respect to ~the axis of de1ection (and thereor with each other) as shafts are de1ected from a straight line through the joint center.
: .
.
. .
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.
An ex~minati,on of Fi.~ures 13-16 will serve to make clear that for the condi.ti.on o shat rotation where the shaft forks are each.ori.ented at 45 to the axis of deflection (,in , thls case the axis a~out whi.ch the deflection takes place is ...
~: the YY axis) a total jo;nt defIection angle o ~ as shown in : : Figure 14 causes the ~evel gear segments to take an . '- .
~angular attitude to each other and forces the associated ~plit . .
plnion segments to rock, and roll down in the figure movlng into that unlque position where they just fill the space between the ~ea ~:~ 10; ~ se~ts. The spur gear pitch surface~is so ~haped that reg~ess of '~
~thè~angle taken by the gear segments there is only one position~ ~ -that~lt can take, since any other position would not allow enough : :room. In other words, the associated:split pinion segments roll into:a "hollow" and stay there. It should be noted that the same ~ . .
lS ~ ~behavior is exhiblted by the matching split pinion segments;. ' .
diametrically opposlte (beneath the plane of the drawing). ...
~' The corresponding behavior of those elements 90 ,removed are shown in Figure 13. Here the fork-mounted bevel gear segments~perform a pure rotatlon about the axls o~
20~ ~' ~deflection YY, in opposite directions to each other. The associated split pinion segments act in this mode as though it . ~ .
were solid or unsplit and simply rotates on~its axis XX, through ., , an angle equal to ~ ~2 multiplied by the gear-to-pinion ratio ....
: ~which in this case is two).
'25:It should be obvious that under the total de~lection .
, ~ ~ th otation of the split plnion segment~ as a unit 'i , , - 13 -.
. ' . ~
(no rocking necessary since the opposing gears are parallel) the input and output shafts do not rotate about their own axes (they simply sw;ng about YY as a pivot~. Therefore under the conditions described above for the relationships in Figures 13 and 14, the necessary condition for constant velocity is satisfied. In can be shown that any other position of the joint (deflection about XX creates the same conditions as for that about YY) creates a condition which is a vector combination o~
Figures 13 and 14. For example if the shafts are deflected by ~ about a new 45 axis WWf hal-way between X and Y, the same effect can be obtained by flrst deflecting .707 ~ about YY, then .707 ~ about XX. The resulting final po~ition i8 the ~same and all the splLt pinion segments have performed two :~ .
functions as shown individually in Figures 13 and 14 but lS ~superimposed upon each in combination. The action or the component of deflection about YY is identical to ~hat of Fig 14 AA
(except to a lesser degreej and the component of deflection about XX is .707 of that shown in Figure 13. This latter is pure rotation of the associated split pinion segment~. This 20~ supplementary rotation of the pinion is not quite ideal since it has been rocked into a slightly non-circular form by the ; other component of the de1ection. However, it has been found mathematicall~ that in the case of 36~tot~l deflection e~ the worst consequence~is the introduction o one thousandth of the joint's outside radius as looseness during the rotation. Such degree of looseness is negligible as a practical consideration in view of necessary operating clearances.
. . ,~, ,, . . .
.
Ona complete revolution of the universal joint 28 will now be described with reference to the drawings. Assuming a rela-tive disposition of the drive shaft 24 and driven shaft 26 turned 45 from their respective disposition illustrated in Fig. 3, the pinion segments 38a and 38b will be engaged as shown in Fig. 14.
Pinion segments 42a and 42b on the opposite side ~idden) will be rocked to the same degree but in the opposite direction. Pinion segments 40a and 40b (and 44a and 44b on the opposite side and hidden) will be disposed as shown in Fig. 13. Turning the shafts 90 in a clockwise direction from Figs. 13 and 14 will reverse the disposition of pinion segments from that illustrated in Figs. 13 ~and 14. Towards this end, pinion segments 38a and 38b together with 42a and 42b will be disposed in the manner depicted by 40a, 40b and 44a and 44b in Fig. 13. Pinion segments 40a and 40b will ~ ~then be disposed as are 38a and 38b shown in Fig. 14 with pinion segments 44a and 44b rocked in the same manner but in the opposite ~direction. Upon fur her~rotation of the shafts through another 90 or 225 from Fig. 3, pinion seqments 42a and 42b will be disposed in the manner depicted by 38a and 38b in ~ig. 14 with pinion seg- ;~
ments 38a and 38b then becoming hidden, rocked to the same degree~
but in the opposite direction. Pinion segments 40a and 40b and 44a and 44b will again be disposed substantially as they are shown in Fig. 13, but with their locations reversed. When the shafts ar turned another 90 (or 315 from Fig. 3)pinion segments 44a and 44b will be disposed substantially as 38a and 38b are shown in ; Fig. 14 with pinion segments 40a and 40b then hidden below rocked to the same extent but in the opposite direction. At 315~ rom Fig. 3 pinion segments 38a and 38b and 42a and 42b will be dispose substantially as 40a and 40b are shown in Fig. 13. At 45 inter-vals from the positions shown in Fig.s 13 and 14 the pinion seg-ments will assume positions that would be a combination o~ rocking and turning substantially as shown in Pig 2, 3 and 8~
~ -15- ~ "
In the preferred embodiment of the invention shown in the drawings, the rolling contact surfaces are toothed. However, in a somewhat less preferred embodiment, the same result can be obtained by substituting curved cam contact surfaces which dup-licate the pitch surface contours of the illustrated gears and pinions supplemented by "crossed-belt" metal strips interposed between the contacting rolling surfaces and so fastened as to prevent slippage.
.' . Thus the several aforenoted objects and advantages : are most effectively attained. Although several somewhat preferre embodiments have been disclosed and described in detail herein, : ~ : it -~hould be understood that this invention is in no sense limited : thereby and its scope is to be determined by tha~ of the appended ~c.
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Claims (29)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A constant velocity universal joint for rotatably transmitting power from one shaft to another without substantial variations in velocity at relatively large angles of deflection between shafts without substantial backlash comprising: drive shaft coupling means for coupling the joint with a drive shaft;
driven shaft coupling means for coupling the joint with a driven shaft; a first pair of bifurcated forks extending from the drive shaft coupling means and including a first fork and a second fork each having spaced-free ends; a second pair of bifurcated forks extending from the driven shaft coupling means and being interposed between and in space relationship with the first fork pair, the second fork pair including a third fork and a fourth fork each having spaced-free ends; each fork having opposed side faces, gear segment torque transmitting means interposed between and coupling the opposed side faces of the adjacent forks while filling the space therebetween when the shafts are disposed at an angle relative to one another and the drive shaft is rotated and the driven shaft is rotated by the universal joint, the gear segment means including a gear segment on each side face at the fork-free end, the gear segment means including a pinion segment meshed with each gear segment; and split interengagement means being provided for interengaging each pair of pinion segments between the first and fourth fork, fourth and second fork, second and third fork, and third and first fork whereby the pinion segments will rock back and forth relative to the associated meshed gear segment through the associated interengagement means when the shafts are disposed at an angle relative to one another and the drive shaft is rotated and the driven shaft is rotated by the universal joint.
driven shaft coupling means for coupling the joint with a driven shaft; a first pair of bifurcated forks extending from the drive shaft coupling means and including a first fork and a second fork each having spaced-free ends; a second pair of bifurcated forks extending from the driven shaft coupling means and being interposed between and in space relationship with the first fork pair, the second fork pair including a third fork and a fourth fork each having spaced-free ends; each fork having opposed side faces, gear segment torque transmitting means interposed between and coupling the opposed side faces of the adjacent forks while filling the space therebetween when the shafts are disposed at an angle relative to one another and the drive shaft is rotated and the driven shaft is rotated by the universal joint, the gear segment means including a gear segment on each side face at the fork-free end, the gear segment means including a pinion segment meshed with each gear segment; and split interengagement means being provided for interengaging each pair of pinion segments between the first and fourth fork, fourth and second fork, second and third fork, and third and first fork whereby the pinion segments will rock back and forth relative to the associated meshed gear segment through the associated interengagement means when the shafts are disposed at an angle relative to one another and the drive shaft is rotated and the driven shaft is rotated by the universal joint.
2. The invention in accordance with claim 1 wherein each gear segment is beveled.
3. The invention in accordance with claim 1 wherein each pinion segment is beveled.
4. A constant velocity universal joint for rotatably transmitting power from one shaft to another without substantial variations in velocity at relatively large angles of deflection between shafts without substantial backlash comprising: drive shaft coupling means for coupling the joint with a drive shaft;
driven shaft coupling means for coupling the joint with a driven shaft; a first pair of bifurcated forks extending from the drive shaft coupling means and including a first fork and a second fork each having spaced-free ends; a second pair of bifurcated forks extending from the driven shaft coupling means and being interposed between and in space relationship with the first fork pair, the second fork pair including a third fork and a fourth fork each having spaced-free ends; each fork having opposed side faces; gear segment torque transmitting means interposed between and coupling the opposed side faces of the adjacent forks while filling the space therebetween when the shafts are disposed at an angle relative to one another and the drive shaft is rotated and the driven shaft is rotated by the universal joint, the gear segment means including a gear segment on each side face at the fork-free end, each gear segment being beveled, the gear segment means including a pinion segment meshed with each gear segment, each pinion segment being beveled; and interengagement means being provided for interengaging each pair of pinion segments between the first and fourth fork, fourth and second fork, second and third fork, and third and first fork whereby the pinion segments will rock back and forth relative to the associated meshed gear segment through the associated interengagement means when the shafts are disposed at an angle relative to one another and the drive shaft is rotated and the driven shaft is rotated by the universal joint, the interengagement means including meshed spur-gear segments, with each spur-gear extending from and associated with a pinion segment.
driven shaft coupling means for coupling the joint with a driven shaft; a first pair of bifurcated forks extending from the drive shaft coupling means and including a first fork and a second fork each having spaced-free ends; a second pair of bifurcated forks extending from the driven shaft coupling means and being interposed between and in space relationship with the first fork pair, the second fork pair including a third fork and a fourth fork each having spaced-free ends; each fork having opposed side faces; gear segment torque transmitting means interposed between and coupling the opposed side faces of the adjacent forks while filling the space therebetween when the shafts are disposed at an angle relative to one another and the drive shaft is rotated and the driven shaft is rotated by the universal joint, the gear segment means including a gear segment on each side face at the fork-free end, each gear segment being beveled, the gear segment means including a pinion segment meshed with each gear segment, each pinion segment being beveled; and interengagement means being provided for interengaging each pair of pinion segments between the first and fourth fork, fourth and second fork, second and third fork, and third and first fork whereby the pinion segments will rock back and forth relative to the associated meshed gear segment through the associated interengagement means when the shafts are disposed at an angle relative to one another and the drive shaft is rotated and the driven shaft is rotated by the universal joint, the interengagement means including meshed spur-gear segments, with each spur-gear extending from and associated with a pinion segment.
5. The invention in accordance with claim 4 wherein each pinion segment and its extending spur-gear segment is diametrically opposed from another pinion segment with extending spur-gear segment and each of the pair of diametrically opposed pinion segments with extending spur-gear segments being connected to counteract outward thrust applied thereto during rotation of said shafts.
6. The invention in accordance with claim 5 wherein the connection of diametrically opposed pinion segments with extending spur-gear segments is by a tension means which balances the opposing radial outward thrust imposed on the pinion segments when under torque load without essentially any relative radial movement of the pinion segments thereby eliminating the need for thrust bearings.
7. A constant velocity universal joint for rotatably transmitting power from one shaft to another without substantial variations in velocity at relatively large angles of deflection between shafts without substantial backlash comprising: drive shaft coupling means for coupling the joint with a drive shaft;
driven shaft coupling means for coupling the joint with a driven shaft; a first pair of bifurcated forks extending from the drive shaft coupling means and including a first fork and a second fork each having spaced-free ends; a second pair of bifurcated forks extending from the driven shaft coupling means and being interposed between and in space relationship with the first fork pair, the second fork pair including a third fork and a fourth fork each having spaced-free ends; each fork having opposed side faces; and gear segment torque transmitting means interposed between and coupling the opposed side faces of the adjacent forks while filling the space therebetween when the shafts are disposed at an angle relative to one another and the drive shaft is rotated and the driven shaft is rotated by the universal joint, the gear segment means including a plurality of segments each having interengagement means for interengaging a pair of segments adjacent forks.
driven shaft coupling means for coupling the joint with a driven shaft; a first pair of bifurcated forks extending from the drive shaft coupling means and including a first fork and a second fork each having spaced-free ends; a second pair of bifurcated forks extending from the driven shaft coupling means and being interposed between and in space relationship with the first fork pair, the second fork pair including a third fork and a fourth fork each having spaced-free ends; each fork having opposed side faces; and gear segment torque transmitting means interposed between and coupling the opposed side faces of the adjacent forks while filling the space therebetween when the shafts are disposed at an angle relative to one another and the drive shaft is rotated and the driven shaft is rotated by the universal joint, the gear segment means including a plurality of segments each having interengagement means for interengaging a pair of segments adjacent forks.
8. The invention in accordance with claim 7 wherein each segment is diametrically opposed from another segment and each of the pair of diametrically opposed segments being connected to counteract outward thrust applied thereto during rotation of said shafts.
9. The invention in accordance with claim 8 wherein the connection of diametrically opposed segments is by a tension means which balances the opposing radial outward thrust imposed on the segments when under torque load without essentially any relative radial movement of the segments thereby eliminating the need for thrust bearings.
10. A constant velocity universal joint for rotatably transmitting power from one shaft to another without substantial variations in velocity at relatively large angles of deflection between shafts without substantial backlash comprising: drive shaft coupling means for coupling the joint with a drive shaft;
driven shaft coupling means for coupling the joint with a driven shaft; a first pair of bifurcated forks extending from the drive shaft coupling means, and including a first fork and a second fork each having spaced free ends; a second pair of bifurcated forks extending from the driven shaft coupling means and being interposed between and in spaced relationship with the first fork pair, the second fork pair including a third fork and a fourth fork each having spaced free ends; each fork having opposed side faces and a gear segment on each side face at the fork free end; a pinion segment meshed with each gear segment; split interengagement means for interengaging each pair of pinion segments between the first and fourth fork, fourth and second fork, second and third fork, and third and first fork whereby the pinion segment rocked back and forth relative to the associated meshed gear segment through the associated interengagement means when the shafts are disposed at an angle relative to one another, and the drive shaft is rotated and the driven shaft is rotated by the universal joint.
driven shaft coupling means for coupling the joint with a driven shaft; a first pair of bifurcated forks extending from the drive shaft coupling means, and including a first fork and a second fork each having spaced free ends; a second pair of bifurcated forks extending from the driven shaft coupling means and being interposed between and in spaced relationship with the first fork pair, the second fork pair including a third fork and a fourth fork each having spaced free ends; each fork having opposed side faces and a gear segment on each side face at the fork free end; a pinion segment meshed with each gear segment; split interengagement means for interengaging each pair of pinion segments between the first and fourth fork, fourth and second fork, second and third fork, and third and first fork whereby the pinion segment rocked back and forth relative to the associated meshed gear segment through the associated interengagement means when the shafts are disposed at an angle relative to one another, and the drive shaft is rotated and the driven shaft is rotated by the universal joint.
11. The invention in accordance with claim 10 wherein the gear segment includes bevel gear teeth.
12. The invention in accordance with claim 10 wherein the pinion segment includes bevel gear teeth.
13. The invention in accordance with claim 10 wherein the interengagement means includes meshed spur-gear segments, with each spur-gear segment extending from and associated with a pinion segment.
14. The invention in accordance with claim 13 wherein each pinion segment and its extending spur-gear segment is diametrically opposed from another pinion segment with extending spur-gear segment and each of the pair of diametrically opposed pinion segments with extending spur-gear segments being connected to counteract outward thrust applied thereto during rotation of said shafts.
15. The invention in accordance with claim 14 wherein the connection of diametrically opposed pinion segments with extending spur-gear segments is by a tension means which balances the opposing radial outward imposed on the pinion segments when under torque load without essentially any relative radial move-ment of the pinion segments thereby eliminating the need for thrust bearings.
16. A constant velocity universal joint for rotatably transmitting power from one shaft to another comprising gear segments support means comprising at least two opposed unconnected side faces, a gear segment on each side face, a pinion segment meshed with each gear segment, split interengage-ment means for interengaging each pair of pinion segments between the opposed side faces, and whereby the pinion segments are adapted to rock back and forth relative to the associated meshed gear segment through the associated interengagement means when the shafts are disposed at an angle relative to one another.
17. The invention in accordance with claim 16 wherein there are four pairs of the opposed side faces and a correspond-ing number of pairs of each of the segments.
18. The invention in accordance with claim 17 wherein the gear segment includes bevel gear teeth.
19. The invention in accordance with claim 17 wherein the pinion segment includes bevel gear teeth.
20. The invention in accordance with claim 17 wherein the interengagement means includes meshed spur-gear segments, with each spur-gear segment extending from and associated with a pinion segment.
21. The invention in accordance with claim 20 wherein each pinion segment and its extending spur gear segment is diametrically opposed from another pinion segment with extending spur-gear segment and each of the pair of diametrically opposed pinion segments with extending spur-gear segments being connected to counteract outward thrust applied thereto during rotation of said shafts.
22. The invention in accordance with claim 21 wherein the connection of diametrically opposed pinion segments with extending spur-gear segments is by a tension means which balances the opposing radial outward thrust imposed on the pinion segments when under torque load without essentially any relative radial movement of the pinion segments thereby eliminating the need for thrust bearings.
23. The invention in accordance with claim 21 wherein adjustment means are provided for relocating the radial position of the pinion segments to take up wear resulting from operation of the universal joint.
24. A constant velocity universal joint for rotatably transmitting power from one shaft to another comprising gear segments support means comprising at least two opposed unconnect-ed side faces, a gear segment on each side face, a pinion segment meshed with each gear segment, interengagement means for inter-engaging each pair of pinion segments between the opposed side faces,and whereby the pinion segments are adapted to rock back and forth relative to the associated meshed gear segment through the associated interengagement means when the shafts are disposed at an angle relative to one another and a cluster of gears interposed between said side faces to transmit torque by means of tangential pressure contacts carried around as near as possible to the outer periphery of the cluster where the load carrying surfaces have the greatest mechanical advantage.
25. The invention in accordance with claim 24, wherein the gear-pitch surfaces are so constructed, contoured and arranged to provide for their intimate contact in all relative positions of the input and output members in rotation and deflection.
26. The constant velocity universal joint for rotatably transmitting power from one shaft to another comprising in-put and out-put shaft forks, beveled gear segments mounted on the forks, beveled split pinions having associated pressure carrying means acting as idlers between the bevel gear segments for transmitting by pressure through them the torque forces from one fork to another during rotation of the shafts.
27. The invention in accordance with claim 26, wherein the beveled pinions are split in half along their axes and the split surfaces are shaped as spur gear segments defining the pressure carrying means so that the two halves of the pinion are capable of rocking on each other in such a way that the space between opposing forks is always exactly filled when said opposing forks assume a relative angular attitude to each ither.
28. The invention in accordance with claim 26 wherein adjustment means are provided for relocating the radial position of the pinion tooth segments to take up where resulting from operation of the universal joint.
29. The invention in accordance with claim 27 wherein the forks and gear segments cooperate in defining a spherical envelope, the segments presenting conical gear surfaces that terminate at a common center which is in the center of the sphere and the intersection between the two shaft axes which center is the origin of all of the axes about which the joint deflects.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA305,603A CA1080990A (en) | 1978-06-16 | 1978-06-16 | Constant velocity universal joint |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA305,603A CA1080990A (en) | 1978-06-16 | 1978-06-16 | Constant velocity universal joint |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1080990A true CA1080990A (en) | 1980-07-08 |
Family
ID=4111705
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA305,603A Expired CA1080990A (en) | 1978-06-16 | 1978-06-16 | Constant velocity universal joint |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1080990A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2012151699A1 (en) * | 2011-05-09 | 2012-11-15 | Exponential Technologies, Inc. | Spherical involute gear coupling |
| US9316102B2 (en) | 2011-04-20 | 2016-04-19 | Exponential Technologies, Inc. | Rotors formed using involute curves |
| US10975869B2 (en) | 2017-12-13 | 2021-04-13 | Exponential Technologies, Inc. | Rotary fluid flow device |
| US11168683B2 (en) | 2019-03-14 | 2021-11-09 | Exponential Technologies, Inc. | Pressure balancing system for a fluid pump |
-
1978
- 1978-06-16 CA CA305,603A patent/CA1080990A/en not_active Expired
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US9316102B2 (en) | 2011-04-20 | 2016-04-19 | Exponential Technologies, Inc. | Rotors formed using involute curves |
| WO2012151699A1 (en) * | 2011-05-09 | 2012-11-15 | Exponential Technologies, Inc. | Spherical involute gear coupling |
| US8887592B2 (en) | 2011-05-09 | 2014-11-18 | Exponential Technologies, Inc. | Spherical involute gear coupling |
| US10975869B2 (en) | 2017-12-13 | 2021-04-13 | Exponential Technologies, Inc. | Rotary fluid flow device |
| US11614089B2 (en) | 2017-12-13 | 2023-03-28 | Exponential Technologies, Inc. | Rotary fluid flow device |
| US11168683B2 (en) | 2019-03-14 | 2021-11-09 | Exponential Technologies, Inc. | Pressure balancing system for a fluid pump |
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