DE112006003536B4 - Constant-velocity universal joint with stop means for a multi-part drive shaft - Google Patents

Abstract

Constant velocity swivel joint 2 in the form of a counter track joint, in particular for torque transmission in a multi-part drive shaft, comprising an outer joint part 3 with outer ball tracks 9; an inner joint part 4 with inner ball tracks 10; torque-transmitting balls 6, which are guided in pairs of tracks each comprising an outer ball track 9 and an inner ball track 10; a cage 7 with cage windows 8, in which the balls 6 are received and held in a common plane; wherein the constant velocity universal joint 2 can absorb first axial forces between the joint outer part 3 and the joint inner part 4 without damage; stop means 38 being connected to the outer joint part 3, against which the inner joint part 4 can strike when the first axial forces are exceeded and after the constant velocity universal joint has been destroyed; the stop means 38 being designed in such a way that they can absorb second axial forces which are greater than the first axial forces, as a result of which an axial displacement of the outer joint part 3 relative to the inner joint part 4 is limited.

Description

The invention relates to a constant velocity universal joint in the form of a counter track joint, in particular for a multi-part drive shaft, which serves for torque transmission in the drive train of a motor vehicle. The constant velocity universal joint comprises an outer joint part with outer ball tracks, an inner joint part with inner ball tracks, torque transmitting balls, which are guided in pairs of tracks each having an outer and an inner ball track, and a ball cage with circumferentially distributed cage windows, in which the balls are accommodated. In this case, first outer webs with first inner webs form first web pairs whose control angles open in a first axial direction. Furthermore, second outer webs with second inner webs form second web pairs whose control angles open in a second axial direction, which is opposite to the first direction. The balls are held by means of the cage in a common center plane and guided in articulation on the bisecting plane. The invention further relates to an undivided drive shaft, in particular for torque transmission in the drive train of a motor vehicle, with a shaft tube and two rotary joints connected at its ends. In particular, the invention also relates to a multi-part drive shaft for transmitting torque in the drive train of a motor vehicle, which comprises two shaft sections and a rotary joint connecting them to one another.

From the DE 196 52 100 C1 is a constant velocity joint for a multi-piece drive shaft known. The joint is designed as a VL-Verschiebegelenk with angularly to the axis of rotation extending ball tracks and provides a structurally predetermined Normalverschiebeweg ready. There are provided stop means, which are effective at the end of the normal displacement and prevent during transport and installation an automatic disassembly and limit the occurring during driving displacements of the shaft sections. In case of additional loads in the "crash" destruction of the slings takes place under deformation, with a further insertion of the two shaft sections is allowed into each other. The stop means are designed for example as a ring element or cover element.

The DE 199 43 880 C1 shows a longitudinal drive shaft with two shaft sections and a connecting them together constant velocity joint, which is designed in the form of a Gegenbahngelenks. The diameter ratios of the components are chosen such that - after destruction of the constant velocity joint in the "crash" - a telescopic and substantially powerless meshing of the two shaft sections is made possible when the maximum permissible displacement of the constant velocity joint in the axial direction is exceeded. The joint cage is designed as a predetermined breaking point so that it can absorb only defined axial forces nondestructive. If these are exceeded, the constant velocity joint will be destroyed.

From the DE 100 60 118 C1 is known a counter-track joint whose outer joint part forms inside a first direction an undercut-free stop and guide surface for a spherical outer surface of the cage. In an opposite second direction, the cage forms an undercut-free stop and guide surface for a spherical outer surface of the inner joint part.

From the DE 100 60 119 A1 is known a counter-track joint, wherein the ball cage is held with a spherical outer surface in the outer joint part, which forms a stop and guide surface. In this case, the ball cage is axially displaceable within the outer joint part in an inner cylindrical displacement region.

From the DE 100 60 120 A1 is known a counter-track joint, the outer joint part and the inner joint part are axially displaceable relative to each other limited. In this case, the displacement is limited by a striking of the inner joint part on a spherical inner surface of the ball cage or by abutting the ball cage on peripheral edges of the outer joint part.

The present invention has for its object to provide an improved constant velocity joint, in particular for torque transmission in a multi-part drive shaft, which can accommodate high axial forces even with overload. A further object is to propose a multi-part drive shaft, which ensures a safe interaction of one shaft section in the other shaft section in case of overload.

A first solution consists in a constant velocity joint in the form of a counter-track joint, in particular for torque transmission in a multi-part drive shaft, comprising an outer joint part with outer ball tracks; an inner joint part with inner ball tracks; torque-transmitting balls, which are guided in pairs of tracks each having an outer ball track and an inner ball track; a cage with cage windows in which the balls are received and held in a common plane; wherein the constant velocity universal joint can absorb first axial forces between the outer joint part and the inner joint part without damage; Stop means, which are designed in the form of a stop plate which is fixedly connected to the outer joint part by means of welding, and against the inner joint part at Exceeding the first axial forces and can strike after destroying the constant velocity joint; wherein the stop means are adapted to receive second axial forces greater than the first axial forces, thereby limiting axial displacement of the outer race relative to the inner joint portion.

The advantage of the constant velocity universal joint according to the invention is that it can absorb and transmit high axial forces even after an accidental disassembly. This is for example when using the joint in a multi-part longitudinal drive shaft particularly favorable, in which it is to be prevented that after disassembly of the joint in this area, a further displacement of the outer joint part takes place relative to the inner joint part. Such a multi-part longitudinal drive shaft usually comprises two shaft sections, each having a connection joint at their ends, and an intermediate joint connecting the two shaft sections in an articulated manner. Here it may be desired that at least one of the connecting joints in an accident only allows a limited axial displacement, so that a controlled shortening of the drive shaft, for example, by driving into each other of the two shaft sections in the area of the disassembled after the accident intermediate joint or by nesting a correspondingly shaped shaft tube occurs ,

The cage of the counter track joint is preferably designed so that the joint can absorb first axial forces up to 30 kN without damage. The cage is only deformed elastically and takes after the axial load back to its original shape. The slings are preferably designed so that they can absorb and transmit axial forces of well over 80 kN. Furthermore, the stop means are designed or arranged so that after the destruction of the constant velocity joint initially allow axial displacement of the outer joint part relative to the inner joint part of up to 10 mm, before the inner joint part abuts against the stop means, whereby a further relative movement is stopped.

According to a preferred embodiment, the stop means are designed in the form of a stop plate which is fixedly connected to the outer joint part. The stop plate is preferably designed cup-shaped and comprises a conical portion and an inner adjacent thereto floor, against which the inner joint part can strike after destroying the joint. The stopper plate preferably comprises a flange part, which adjoins the outside of the conical section and is fixedly connected to the outer joint part. It is favorable for a simple assembly, when the stop plate is inserted into an annular recess of the outer joint part. In this case, an annular projection on the outer joint part is formed radially outside of the flange. The connection between the stop plate and outer joint part can be done for example by welding.

The cage of the counter-track joint is preferably axially positively held with respect to one of the two joint parts, namely outer joint part or inner joint part. By "positively held" is meant that the cage relative to the respective joint part is performed under consideration of usual manufacturing tolerances and can perform against this no significant axial displacements.

Between the cage and the other of the two joint parts, a circumferential annular gap is preferably formed. The annular gap allows a certain displacement of the inner joint part relative to the outer joint part with elastic deformation of the cage.

According to a first embodiment, the cage is compared to the other joint part in the axial direction considered in principle out of the undercut. In this case, the cage is supported relative to this other joint part by means of its cage window in both axial directions on the balls held in the outer ball tracks and the inner ball tracks. A particular advantage of this embodiment is that the undercut-free contour of the respective component manufacturing technology can produce low. The undercut-free guide surface may be formed either in the outer joint part, when the cage is held positively against the inner joint part, or on an inner surface of the cage when it is held positively against the outer joint part.

According to a second embodiment, it may be favorable for certain applications if an axial abutment surface is formed on the other of the two joint parts, against which the cage can start with a mating surface, so that an axial displacement of the two joint parts is limited to each other. In this case, the stop surface may be formed directly on the other of the joint parts or on a further component connected thereto. The advantage of the stop surface is that the counter track joint can absorb axial forces of more than 30 kN without losing its functionality. In this case, the cage deforms within the displacement path until reaching the stop surface only in the elastic region. After the action of the axial forces of the cage returns to its original shape, so that the counter-track joint is still fully functional. The abutment surface may be conical or partially spherical.

The mentioned design with stop surface comes, for example, when inserting a connecting pin in the inner joint part under transition or interference fit to bear. The axial forces occurring during assembly can be absorbed by the stop surface, so that a plastic deformation of the joint components is prevented. The same applies to the use of the joint in a longitudinal drive shaft in the drive train of a motor vehicle. Here it can come when driving over rough roads or in smaller accidents, that is, in accidents that are caused by low vehicle speed, to axial tensile or compressive forces that need to be absorbed by the joints. The stop surface causes - after a defined axial displacement of the outer joint part relative to the inner joint part - a force transmission of the axial forces from the inner joint part on the cage on the outer joint part. The cage undergoes no plastic deformation, so that the joint remains fully functional.

However, if the axial forces are exceeded, for example in the "crash", the stop surface loses its holding function. The abutment surface and the cage are then plastically deformed, so that the inner joint part and the outer joint part can be moved further relative to each other. After destroying the joint then the abovementioned abutment means come into play, which can absorb much larger axial forces and thus prevent a further axial displacement of the two joint parts to each other. Thus, the accidental axial forces can be forwarded in the region of the drive shaft, where a controlled shortening of the drive shaft can be done.

The stop surface is preferably conical or partially spherical, wherein in the axial load-free state, an annular gap between the stop surface and the counter surface of the cage is formed. Thus, a displacement of the joint parts to each other by about 2 mm allows. By the stop surface acting axial forces of up to about 80 kN between the inner joint part and the outer joint part can be supported. The abutment surface may be arranged so that it limits insertion of the inner joint part into the outer joint part when pressure forces occur, or so that they pull out of the inner joint part of the outer joint part when tensile forces occur.

A further solution to the above object consists in an undivided drive shaft for transmitting torques in the drive train of a motor vehicle, comprising a shaft tube and two rotatably connected at the ends of the shaft tube rotary joints, wherein at least one of the two hinges in the form of a counter track joint according to the invention according to one of the above embodiments is designed. At the ends of the shaft tube connecting parts are attached, for example, a shaft journal or a shaft flange, with each of which a joint part, that is the inner joint part or outer joint part of the rotary joint is firmly connected. The advantage of the undivided drive shaft according to the invention is that it can absorb and transmit high axial forces even after an accidental disassembly of the counter track joint according to the invention.

Another solution to the above object is a multi-part drive shaft for transmitting torques in the drive train of a motor vehicle, comprising:
a first shaft portion having a shaft tube and a first pivot at a first end; a second shaft portion having a second pivot at a second end oppositely directed to the first end; a the two shaft sections rotatably interconnecting third rotary joint; wherein at least one of the parts, namely the first shaft portion, the second shaft portion and the third pivot, is designed as a predetermined breaking point and allows shortening of the drive shaft due to axial forces introduced; wherein at least one of the rotary joints, namely the first or the second pivot, is designed in the form of a counter-track joint, comprising:
an outer joint part with outer ball tracks; an inner joint part with inner ball tracks; torque-transmitting balls, which are guided in pairs of tracks each having an outer ball track and an inner ball track; a cage with cage windows in which the balls are received and held in a common plane; wherein the constant velocity universal joint can absorb first axial forces between the outer joint part and the inner joint part without damage; Stop means, which are designed in the form of a stop plate which is fixedly connected to the outer joint part, and against which the inner joint part can strike when the first axial forces are exceeded and after destroying the constant velocity joint; wherein the stop means are adapted to receive second axial forces greater than the first axial forces, thereby limiting axial displacement of the outer race relative to the inner joint portion. The at least one of the first and second pivot joints may be designed according to one of the aforementioned embodiments.

The drive shaft according to the invention has the advantage that the included rotary joint according to the invention can absorb and transmit high axial forces even after an accidental destruction. The axial forces can be forwarded to areas where they can be safely absorbed. The first shaft section is in Longitudinal drive train of a motor vehicle preferably arranged at the front and connected to a transmission, while the second shaft portion is behind and is drivingly connected to a rear differential. The other non-inventive hinges may have different configurations. Thus, the two shaft sections interconnecting pivot, for example, be designed as a constant velocity joint or as a universal joint. The rotary joint attached to the first or second end of the drive shaft can be designed, for example, in the form of a sliding joint, in particular a VL sliding joint, or as a disc joint, in particular as a hard disk.

It is particularly advantageous if the rotary joint to be connected to the rear differential is designed as a counter track joint according to the invention with stop means which - after disassembling the joint - limit the displacement of the outer joint part relative to the inner joint part. In this way, it is ensured in an accident that occurring axial forces are transmitted despite destroying the joint, so that a controlled shortening of the drive shaft can be done in another part of the shaft. An undesired buckling of the drive shaft is thus prevented.

According to a first embodiment of the drive shaft that the two shaft sections interconnecting third rotary joint designed as a counter track joint with predetermined breaking point. In this case, the inner joint part of the third rotary joint is connected to a journal of the second shaft section, and the outer joint part is connected at least indirectly to the shaft pipe of the first shaft section. The diameter ratios of the first and second shaft portions are designed so that they can move into each other after accidental destruction of the third pivot joint. This telescoping takes place at the middle, third pivot, wherein the second shaft section is immersed in the first shaft section. In this first embodiment, the front, first pivot for connection to the transmission is preferably designed in the form of a VL joint. The rear, second pivot is a counter track joint according to the invention.

According to a second embodiment of the drive shaft which the two shaft sections interconnecting third rotary joint designed as a universal joint. The universal joint includes a first yoke connected to the first shaft portion, a second yoke connected to the second shaft portion, and a spider connecting the two yokes. In this embodiment, the shaft tube of one of the two shaft sections includes a Stülpabschnitt, in which a shortening can take place at accidental axial forces. The front, first rotary joint for connection to the gearbox is preferably designed as a rubber disc joint, in particular a Hardyscheibe. The rear, second pivot is a counter track joint according to the invention.

It is particularly advantageous if all three hinges are designed so that they can absorb certain first axial forces that occur, for example, during assembly or driving over rough roads, damage-free. When using counter-track joints, it is advantageous if they have corresponding stop surfaces, as described above.

Preferred embodiments will be explained below with reference to the drawing figures. It shows

• a) im Längsschnitt, der in der oberen Bildhälfte durch eine Kugelbahn verläuft und in der unteren Bildhälfte durch einen Käfigsteg;
• b) den Schnitt durch den Käfigsteg aus 1a in vergrößerter Darstellung;

1 an inventive constant velocity universal joint in a first embodiment

• a) in longitudinal section, which runs in the upper half of the image through a ball track and in the lower half of the image by a cage web;
• b) cut through the cage bar 1a in an enlarged view;

• a) im Längsschnitt, der in der oberen Bildhälfte durch eine Kugelbahn verlauft und in der unteren Bildhälfte durch einen Käfigsteg;
• b) den Schnitt durch den Käfigsteg aus 2a in vergrößerter Darstellung;

2 an inventive constant velocity joint in a second embodiment

• a) in longitudinal section, which runs in the upper half of the image through a ball track and in the lower half of the image by a cage web;
• b) cut through the cage bar 2a in an enlarged view;

• a) im Längsschnitt, der in der oberen Bildhälfte durch eine Kugelbahn verläuft und in der unteren Bildhälfte durch einen Käfigsteg;
• b) den Schnitt durch den Käfigsteg aus 3a in vergrößerter Darstellung;

3 a constant velocity universal joint according to the invention in a third embodiment

• a) in longitudinal section, which runs in the upper half of the image through a ball track and in the lower half of the image by a cage web;
• b) cut through the cage bar 3a in an enlarged view;

• a) im Längsschnitt, der in der oberen Bildhälfte durch eine Kugelbahn verläuft und in der unteren Bildhälfte durch einen Käfigsteg;
• b) den Schnitt durch den Käfigsteg aus 4a in vergrößerter Darstellung;

4 a constant velocity universal joint according to the invention in a fourth embodiment

• a) in longitudinal section, which runs in the upper half of the image through a ball track and in the lower half of the image by a cage web;
• b) cut through the cage bar 4a in an enlarged view;

5 a constant velocity universal joint according to the invention in a fifth embodiment in longitudinal section, which runs in the upper half of the image through a ball track and in the lower half of the image by a cage web;

• a) im Längsschnitt, der in der oberen Bildhälfte durch eine Kugelbahn verläuft und in der unteren Bildhälfte durch einen Käfigsteg;
• b) den Schnitt durch den Käfigsteg aus 6a in vergrößerter Darstellung;

6 a constant velocity universal joint according to the invention in a sixth embodiment

• a) in longitudinal section, which runs in the upper half of the image through a ball track and in the lower half of the image by a cage web;
• b) cut through the cage bar 6a in an enlarged view;

7 a multi-part drive shaft according to the invention with a constant velocity universal joint according to the invention in longitudinal section in a first embodiment;

8th a multi-part drive shaft according to the invention with a constant velocity universal joint according to the invention in longitudinal section in a second embodiment;

9 a multi-part drive shaft according to the invention with a constant velocity universal joint according to the invention in longitudinal section in a third embodiment;

The 1 to 6 are initially described together in terms of their similarities. In this case, corresponding components with the same reference numerals, and modified components are provided with subscripts indices.

Each of the constant velocity joints 2 includes an outer joint part 3 , an inner joint part 4 with insertion opening 5 for a cone, balls 6 and a ball cage 7 with cage windows 8th in which the bullets 6 are held in a plane E. The constant velocity universal joints 2 are designed as counter-track joints, that is, outer first ball tracks 9 in the outer joint part 3 and inner first ball tracks 10 in the inner joint part 4 run axially in opposite directions to outer second ball tracks in the outer joint part 3 and inner second ball tracks in the inner joint part 4 ; while the second ball tracks lie in a different sectional plane and are therefore not visible. The first pairs of tracks thus formed have control angles that open in a first direction R1 while the second pairs of tracks have control angles that open in a second direction R2. The counter-track formation results from the fact that the centers of curvature of the track center lines, which run parallel to the illustrated web baselines, in each of the joint parts 3 . 4 are offset over the circumference alternately in opposite axial direction relative to the joint center plane. In this case, the joint center plane through the centers of the balls 6 defined in the extended joint. The number of torque-transmitting balls 6 and the cage window is ten, although of course any other even number of balls and cage windows may be used, for example six, eight or twelve.

The counter-track joint 2 is designed as a disc joint, that is, that the outer joint part 3 in both directions R1, R2 is open. In the first direction R1 is the counter track joint 2 by means of a sealing arrangement 12 sealed to the outside. The seal arrangement 12 includes a metal cap 13 that with a fold 27 in a circumferential annular groove 14 of the outer joint part 3 engages, and a diaphragm bellows 15 standing on a sleeve-shaped approach 16 of the inner joint part 4 sealingly seated. The metal cap 13 is opposite the outer joint part 3 by means of a sealing ring 17 sealed, in another annular groove 28 of the outer joint part 3 seated. The diaphragm bellows 15 engages with an outer waistband 18 in an inwardly open umtaufende recess 29 the metal cap 13 sealingly. Radial inside is the diaphragm bellows 15 with an inner waistband 19 on the sleeve-shaped approach 16 by means of a securing ring 20 sealingly attached.

It can be seen that on the outer joint part 3 slings 38 are fixed, which are designed so that after disassembly of the joint can absorb and transmit high axial forces of over 80 kN. The lifting gear 38 are designed in the form of a stop plate against which the inner joint part 4 can start at R2 in the axial overload. This is an insertion of the inner joint part 4 in the outer joint part 3 limited, so that after striking the inner joint part against the stop plate 38 Axialkräfte of the inner joint part on the outer joint part 3 , or in the opposite direction, transferred. This is especially true when using the counter track joint 2 in one or more parts drive shafts advantage in which an axial displacement after an accident to protect the vehicle occupants at a different defined location than that with the stop plate 38 provided joint 2 to be held.

The stop plate 38 is cup-shaped and radially outwardly comprises a flange 39 that in an axial recess 23 of the outer joint part 3 einitzt, as well as an adjoining cone section 40 and a floor adjoining the cone section inside 42 , The recess 23 is designed as axial recess, so that the outer joint part 3 an annular projection is formed. It serves the soil 42 as a stop surface for the inner joint part 4 after destruction of the joint 2 , Due to the closed cup-shaped shape has the stop plate 38 a sealing function for the joint 2 and there will be enough room for angular movements of the joint 2 made available. The stop plate 38 is common with a flange of a shaft tube 25 with the outer joint part 3 welded, with other types of fastening are not excluded. For sealing the joint space with respect to the insertion opening 5 of the inner joint part 4 is a lid 24 provided in the insertion 5 of the inner joint part 4 sealingly seated.

In the following, the counter track joints according to the invention 2 explained in terms of their specifics.

It is in 1 seen that the cage 7 with a spherical outer surface 36 in a spherical inner surface 34 of the outer joint part 3 is held positively. That means the cage 7 opposite the outer joint part 3 only angular movements, but can not perform any axial movements. Furthermore, the cage has 7 a continuous cylindrical inner surface 32 with which he is on a spherical outer surface 33 of the inner joint part 4 is guided radially. Here is the cage 7 opposite the inner joint part 4 in principle axially displaceable, wherein a sliding movement through the in the first and second ball tracks 9 . 10 running balls 6 is limited. This configuration makes the counter-track joints hard-hinged. Between the cylindrical inner surface 32 of the cage 7 and the spherical outer surface 33 of the inner joint part 4 a small annular gap is formed. This results in a certain relative Axialverschieblichkeit between the inner joint part and the outer joint part, wherein the joint 2 can absorb small axial forces of up to about 30 kN without damage. Exceed the axial forces of this magnitude, for example due to an accident, the cage 7 in the area of the cage window plastically deformed and the joint 2 is destroyed. The inner joint part 4 becomes axially relative to the outer joint part 3 moved it up against the stop plate 38 starts. Another axial displacement is stopped, so that axial forces between the inner joint part 4 and outer joint part 3 be transmitted.

This in 2 shown counter track joint 2 ₂ corresponds to that in terms of its structure and its functioning 1 much as possible. In this respect, reference is made to the above description, wherein the same components are provided with the same and modified components with two subscripted reference numerals. In the present embodiment, the cage is 7 ₂ with a spherical inner surface 32 ₂ on the spherical outer surface 33 of the inner joint part 4 held positively, so that he can only perform angular movements relative to the latter. Furthermore, the cage 7 ₂ with a spherical outer surface 36 opposite a cylindrical inner surface 34 _{2 of} the outer joint part 3 ₂ radially guided. It is between the cage 7 ₂ and the outer joint part 3 ₂ a radial gap provided by the static overdetermination of the cage is avoided.

3 shows a further embodiment of a counter-track joint according to the invention. This corresponds in terms of its structure and its operation largely on the counter track joint 1 , In this respect, reference is made to the above description, wherein modified components are provided with indexed by the number three indices. While the inner surface of the cage at the joint after 1 is designed cylindrically, so that the cage is in principle axially displaceable relative to the inner joint part, in the present embodiment, a stop surface 35 at the inner joint part 4 provided against which the cage 7 ₃ can start with an inner counter surface. Here is the inner surface 32 _{3 of} the cage 7 ₃ in the direction of R1 undercut-free or cylindrical and forms in the direction R2 a radially inwardly tapered annular support surface 31 , against the inner joint part 4 with its spherical stop surface 35 can strike. In the axial load-free state is between the inner joint part 4 and the inner surface 32 _{2 of} the cage 7 formed an annular gap. This makes it possible that the outer joint part 3 and the inner joint part 4 under the influence of axial forces - under elastic deformation of the joint parts, in particular of the cage 7 - can be shifted towards each other to a limited extent. The relative displacement is achieved by starting the spherical abutment surface 35 of the inner joint part 4 against the part-spherical support surface 31 of the cage 7 ₃ limited so that the axial forces from the inner joint part 4 over the cage 7 ₃ directly into the outer joint part 3 be initiated. This axial forces of up to about 80 kN can be absorbed without the joint 2 _{3 is} destroyed. The joint 2 ₃ is still fully functional after the action of these axial forces, since the cage resumes its original shape. If even higher axial forces occur, the cage becomes 7 ₃ widened under plastic deformation and loses its holding function. The counter-track joint 2 ₃ is destroyed, so that inner joint part 4 and outer joint part 3 in the course can move into each other until the inner joint part 4 against the stop plate 38 strikes.

The counter track joint according to the invention 2 ₄ after 4 In terms of its structure and its operation largely corresponds to the counter-track joint 3 , In this respect, reference is made to the above description, wherein modified components are provided with indexed by the number four indices. Here is the cage 7 ₄ with a spherical inner surface 32 ₄ on a spherical outer surface 33 of the inner joint part 4 held positively, so that he can only perform angular movements relative to the latter. The outer joint part 3 ₄ has an inner surface 34 ₄ , which is in the direction of R1 undercut-free, namely cylindrical, designed and in the direction R2 a radially inwardly tapered annular abutment surface 35 ₄ has. In the axial load-free state is between the inner surface 34 ₄ and the spherical outer surface 36 of the cage 7 _{4 on} Annular gap formed. If between the outer joint part 3 ₄ and the inner joint part 4 directed towards each other axial forces are effective, as for example when inserting a shaft journal in the insertion 5 of the inner joint part 4 or can occur in a minor accident, deform the involved joint parts, especially the cage 7 ₄ , so far elastic until he with its spherical outer surface 36 against the stop surface 35 _{4 of} the outer joint part 3 ₄ comes to the plant. In this way, a further displacement of the inner joint part 4 relative to the outer joint part 3 limited and a plastic deformation of the on-piece components, in particular of the cage 7 ₄ , prevented.

5 shows a further embodiment of a counter-track joint according to the invention 2 ₅ , in terms of its structure and its functioning largely from that 4 equivalent. Reference is made to the corresponding description. In the present case, the outer joint part 3 ₅ designed so that the joint 2 _{5 can} absorb axial tensile forces to a limited extent. For this purpose, the inner surface forms 34 _{5 of} the outer joint part 3 ₅ in the direction of R1, a radially inwardly tapered annular stop surface 35 ₅ , while the inner surface 34 ₅ in the direction of R2 undercut-free, namely cylindrically shaped. The stop surface 34 ₅ can thus absorb tensile forces, which can occur, for example, in the longitudinal drive shaft when driving over rough roads or minor accidents, with the front-mounted engine compared to the rear axle swinging forward. The stop plate 38 can in a violent accident large axial compressive forces between the outer joint part 3 and the inner joint part 4 take up. For example, if high axial compressive forces occur in a frontal crash, the joint becomes 2 ₅ destroyed, and the inner joint part 4 hits the ground 42 the stop plate 38 at.

This in 6 shown counter track joint according to the invention 2 ₆ corresponds in terms of its structure and its functioning those from 4 respectively. 5 much as possible. In this respect, reference is made to the above description, wherein the same components are provided with the same and modified components with reference numerals subscript to the number six indices. The present embodiment differs only in that in the outer joint part 3 ₆ two annular abutment surfaces 35 ₆ , 35 ₆ 'are formed to both between the inner joint part 4 and the outer joint part 3 To support ₆ acting compressive forces as well as tensile forces. In the axial load-free condition is between the spherical outer surface of the cage 7 ₆ and the inner surface of the outer joint part 3 _{6 formed} an annular gap. The inner surface of the outer joint part 3 ₆ is spherically shaped and forms at its axially opposite ends of the stop surfaces 35 ₆ , 35 ₆ ', against which the cage 7 _{6 can} start. These allow pressure or tensile forces from the inner joint part 4 over the cage 7 ₆ directly - and not over the balls 6 - in the outer joint part 3 _{6 are} initiated. The axial forces exceed the capacity of the respective stop surface 35 ₆ , 35 ₆ ', the latter is widened and loses its holding function. The counter-track joint 2 ₆ is destroyed, so that inner joint part 4 and outer joint part 3 ₆ in the course run into each other or can move apart. A retraction is by starting the inner joint part 4 against the with the outer joint part 3 ₆ connected stop plate 38 limited.

7 shows a multi-part drive shaft 43 with an interim storage 44 for the drive train of a motor vehicle for transmitting torque from the transmission to the axle differential, in an extended position to the longitudinal axis X. The longitudinal drive shaft 43 includes a first shaft portion 45 and a second shaft portion 46 , which are interconnected by means of a rotary joint. The swivel joint is in the form of a counter-track joint 2 ₇ designed, which corresponds to the above-mentioned Gegenbahngelenken in large parts, to the description of which reference is made. Here also the second pairs of tracks are visible, which open with their control angles in the opposite direction to the control angles of the first pairs of tracks.

The outer joint part 3 ₇ is with a shaft tube 47 of the first wave section 45 firmly connected and the inner joint part 47 is with a pin 48 of the second shaft section 46 firmly connected. The sealing of the joint space by means of a lid 22 on the one hand and by means of a sealing arrangement 37 on the other hand. Axially adjacent to the constant velocity joint 2 ₇ is the interim storage 44 with damping body 49 arranged in which the drive shaft 43 is connected to the vehicle body. Here is the longitudinal drive shaft 43 by means of a rolling bearing 50 on a storage section 52 of the second shaft section 46 in the interim storage 44 mounted, rotatably mounted. The largest outer diameter D of the second shaft section 46 is smaller than the inner diameter d of the shaft tube 47 , so that in an accident after a disassembly of the counter-track joint 2 a shortening of the drive shaft 43 by inserting the second shaft section 46 , guided by the in the outer joint part 3 ₇ entering pin 48 , telescopic and almost free of force in the shaft tube 47 of the first wave section 45 can be done.

The first wave section 45 the drive shaft 43 has a pin at its free end 53 that with another pivot 54 attached and opposite this by means of a seal arrangement 51 is sealed. The swivel joint 54 is in Designed form a VL constant velocity joint, which allows axial displacements to a limited extent. The VL joint comprises an outer joint part 55 with outer ball tracks 56 , an inner joint part 57 with inner ball tracks 58 , a plurality of torque transmitting balls 59 , which are guided in pairs of tracks each having an outer and an inner ball track, and a ball cage 60 with circumferentially distributed cage windows in which the balls are received. The outer joint part 55 of the joint has an inner cylindrical guide surface in which the cage 60 guided with its spherical outer surface. The inner joint part 57 has on the outside two oppositely directed conical abutment surfaces, against which the cage 60 can start with its spherical inner surface. It is between the outer surface of the inner joint part 57 and the inner surface of the cage 60 formed a gap, so that a certain axial displacement between the outer joint part 55 and the inner joint part 57 is possible. This displacement can be up to 8 mm. The outer joint part 55 has distributed over the circumference several through holes 62 for connection to a flange of a manual transmission, not shown, of the motor vehicle.

The second wave section 45 the drive shaft 43 includes a shaft tube 63 with a connection part 25 , which at its free end with the joint outer part 3 another rotary joint 2 firmly connected. The swivel joint 2 is in the form of a counter-track joint 1 designed, to the description of which reference is made.

The operation of the multi-part drive shaft according to the invention is as follows. If high axial forces occur between the manual transmission and the rear axle differential of the motor vehicle, for example as a result of a frontal accident, the middle constant velocity universal joint becomes 2 ₇ and the rear constant velocity joint 2 destroyed under plastic deformation, so that the respective inner joint part is axially displaced relative to the associated outer joint part. In this case, the displacement between the joint parts 3 . 4 of the back joint 2 by starting the inner joint part 4 against the stop plate 38 limited, so that the axial forces then from the inner joint part 4 on the outer joint part 3 be initiated. The forces are transmitted through the shaft tube 47 and the pin 48 in the inner joint part 47 of the middle joint 2 Introduced ₇ , so that in this area a driving into each other of the two shaft sections 45 . 46 he follows. In this way, it is effectively prevented that the drive shaft 43 at another, unwanted location, kinks, which could lead to a hazard to the vehicle occupants.

8th shows a further embodiment of a multi-part drive shaft according to the invention 43 ₈ . This corresponds largely in terms of their structure and operation of those from 7 , to the description of which reference is made. In this case, the same components with the same and modified components with reference numerals are provided with eight subscript subscripts.

The present drive shaft 43 ₈ is characterized in that all three joints can absorb first axial forces of up to 80 kN without damage. For this purpose, the rear joint corresponds 2 ₃ in the 3 shown joint, to the description of which reference is made; the middle joint 2 ₈ is similar but does not include a stop plate, such as the rear joint. By the inner joint part 3 formed stop surfaces 35 ₃ , against which the cage 7 ₃ , 7 ₈ with its partially spherical support surface 31 _{3 can} start, the middle and the rear joint 2 ₃ , 2 ₈ smaller axial forces to about 80 kN, as they can occur, for example, during assembly, minor accidents or trips over rough roads, record damage. If larger axial forces occur, for example as a result of an accident, the two named joints become 2 ₃ , 2 ₈ destroyed. The axial forces are after starting the inner joint part 4 of the back joint 2 ₃ against the stop plate 38 on the middle joint 2 ₈ transmitted so that a telescoping of the two shaft sections 45 . 46 in each other in the area of the middle joint 2 _{8 is} enforced. In the process, the rear second shaft section emerges 46 in the front first shaft section 45 a, so that an undesired buckling of the drive shaft 43 _{8 is} prevented.

9 shows a further embodiment of a multi-part drive shaft according to the invention 43 ₉ . This corresponds in terms of their structure and their functioning in many parts of those 7 , to the description of which reference is made. In this case, the same components with the same and modified components with reference numerals are provided with subscripts indented nine.

A special feature of the present drive shaft 43 ₉ is that the first shaft section 45 ₉ with the second shaft section 46 ₉ connective hinge in the form of a universal joint 64 is designed. The universal joint 64 includes an indirectly with the shaft tube 47 _{9 of} the first shaft section 45 ₉ rotatably connected first yoke 65 , one with the shaft tube 63 _{9 of} the second shaft section 46 ₉ firmly connected second yoke 66 as well as in bushings 67 the two joint forks 65 . 66 sitting cone cross 68 , The first joint fork 65 is by screwing 72 with a pin 69 connected, which in a sleeve approach 70 of the shaft tube 47 ₉ engages rotation. This form the pin 69 and the sleeve approach 70 a longitudinal sliding toothing 73 , the allows a limited axial sliding distance of up to 25 mm. The sliding toothing 73 is from a tubular sealing sleeve 74 axially overlapped with one end on the pin 69 is attached and at its opposite end a shaft seal 75 carries, sealingly on an outer surface of the sleeve approach 70 is applied. The sealing sleeve thus prevents dirt in the sliding teeth 73 arrives. The first wave section 45 ₉ is axially between the universal joint 64 and the sliding teeth 73 in the interim storage 44 rotatably received, the one in the damping body 49 held rolling bearing 52 includes.

The first shaft tube 47 ₉ is designed as a reversing tube, which can be nested in accident-related high axial forces and thus shortened. For this purpose, the Stülprohr has a correspondingly designed pipe wall with two pipe sections 76 . 77 with smaller outer diameters and an axially intermediate pipe section 78 with a larger outside diameter. Under appropriate axial load is one of the pipe sections 76 . 77 smaller diameter in the pipe section 78 Recessed larger diameter, so that the shaft tube 47 _{9 in} total shortened. A buckling of the drive shaft is thus prevented.

That at the outer end of the first shaft section 45 ₉ arranged to be connected to the gearbox and rotary joint is in the present embodiment in the form of a disc joint 54 ₉ , namely a so-called Hardyscheibe designed. The hardy disk 54 ₉ comprises an elastic receiving body 79 , For example, made of rubber, with vulcanized circumferentially distributed steel bushings 80 , A partial number of steel bushes 80 is by means of screws 82 with one with the shaft tube 47 ₉ firmly connected flange 83 braced. Another part of the steel bushes 80 is connected by means of screws to a not shown connecting flange of the gearbox. The hardy disk 54 ₉ equals small angular differences between the flanges to be connected 83 or the associated waves and dampens shocks and jerks during torque transmission. For centering has the flange 83 a sleeve 84 in which an elastic body 85 seated. In this sleeve 84 a pin of the connecting flange, not shown, is inserted.

The operation of the present multi-part drive shaft is as follows. When high axial forces between the gearbox and the rear differential of the motor vehicle, for example due to a frontal accident occur, first pin 69 and sleeve neck 70 moved axially relative to each other until the latter starts after about 25 mm sliding path against an axial stop. Furthermore, due to the axial forces, the rear swivel joint 2 ₃ destroyed. In this case, the displacement between the joint parts 3 ₃ , 4 of the back joint 2 ₃ by starting the inner joint part 4 against the stop plate 38 limited, so that the axial forces then from the inner joint part 4 on the outer joint part 3 _{3 are} initiated. From there, the axial forces on the second shaft tube 63 ₉ over the universal joint 64 in the designed as a slew tube first shaft tube 47 ₉ initiated. There, the axial forces cause a nesting of the pipe wall of the Stülprohres. Thus, in this area, a controlled axial shortening of the drive shaft 43 ₉ take place. An uncontrolled buckling of the drive shaft, which could lead to a hazard to the vehicle occupants, is prevented.

LIST OF REFERENCE NUMBERS

2

CVJ

3

Outer race

4

Inner race

5

insertion

6

Bullet

7

Cage

8th

window

9

outer ball track

10

inner ball track

12

sealing arrangement

13

sheet metal cap

14

ring groove

15

welded bellows

16

approach

17

poetry

18

Federation

19

Federation

20

circlip

22

cover

23

recess

24

cover

25

wave tube

26

flange

27

fold

28

ring groove

29

recess

31

support surface

32

Inner surface (cage)

33

Outer surface (inner part)

34

Inner surface (outer part)

35

stop surface

36

Outer surface (cage)

37

sealing arrangement

38

slings

39

flange

40

cone section

42

ground

43

propeller shaft

44

interim storage

45

first shaft section

46

second shaft section

47

wave tube

48

spigot

49

damping

50

camp

51

sealing arrangement

52

roller bearing

53

spigot

54

swivel

55

Outer race

56

outer ball track

57

Inner race

58

inner ball track

59

Bullet

60

Cage

62

Through Hole

63

wave tube

64

Swivel / universal joint

65

first joint fork

66

second yoke

67

bearing bush

68

spider

69

spigot

70

sleeve extension

72

screw

73

sliding teeth

74

sealing sleeve

75

Shaft seal

76

pipe section

77

pipe section

78

pipe section

79

receiving body

80

Rifle

82

screw

83

flange

84

shell

85

elastic body

A

longitudinal axis

D, d

diameter

e

level

R

direction

X

longitudinal axis

Claims (15)

Constant velocity universal joint ( 2 ) in the form of a counter-track joint, in particular for torque transmission in a multi-part drive shaft, comprising an outer joint part ( 3 ) with outer ball tracks ( 9 ); an inner joint part ( 4 ) with inner ball tracks ( 10 ); torque transmitting balls ( 6 ), which in pairs of tracks each have an outer ball track ( 9 ) and an inner ball track ( 10 ) are guided; a cage ( 7 ) with cage windows ( 8th ), in which the balls ( 6 ) and are kept in a common level; the constant velocity universal joint ( 2 ) first axial forces between the outer joint part ( 3 ) and the inner joint part ( 4 ) can record damage-free; Slings ( 38 ), which are designed in the form of a stop plate with the outer joint part ( 3 ) is firmly connected by welding, and against the inner joint part ( 4 ) can strike at exceeding the first axial forces and after destroying the constant velocity joint; the stop means ( 38 ) are designed such that they can receive second axial forces that are greater than the first axial forces, whereby an axial displacement of the outer joint part ( 3 ) relative to the inner joint part ( 4 ) is limited. A constant velocity universal joint according to claim 1, characterized in that the cage ( 7 ) is designed such that between the outer joint part ( 3 ) and the inner joint part ( 4 ) first axial forces of up to 30 kN can be absorbed without damage. A constant velocity universal joint according to claim 1 or 2, characterized in that the stop means ( 38 ) are designed so that they can absorb second axial forces of more than 80 kN. A constant velocity universal joint according to one of claims 1 to 3, characterized in that the stop means ( 38 ) a flange part ( 39 ), which in an annular recess ( 23 ) of the outer joint part ( 3 ). A constant velocity universal joint according to any one of claims 1 to 4, characterized in that the stop means ( 38 ) a floor ( 42 ), against which the inner joint part ( 4 ) can strike. A constant velocity universal joint according to claim 5, characterized in that the stop means ( 38 ) are cup-shaped, wherein between the bottom ( 42 ) and inner joint part ( 3 ) An axial distance is formed. A constant velocity universal joint according to any one of claims 1 to 6, characterized in that the cage ( 7 ) with respect to the one of the two joint parts, namely outer joint part ( 3 ) or inner joint part ( 4 ), is held axially positive manner, and that the cage ( 7 ) relative to the other of the two joint parts, namely inner joint part ( 4 ) or outer joint part ( 3 ), viewed in the axial direction is guided undercut free. A constant velocity universal joint according to any one of claims 1 to 6, characterized in that the cage ( 7 ) with respect to the one of the two joint parts, namely outer joint part ( 3 ) or inner joint part ( 4 ), is held axially positively, and that on the other of the two joint parts, namely inner joint part ( 4 ) or outer joint part ( 3 ), at least indirectly a stop surface ( 35 ) is formed, against which the cage ( 7 ) can start with a counter surface under elastic deformation due to axial forces. A constant velocity universal joint according to any one of claims 1 to 8, characterized in that it is designed as a disc joint with open on both sides joint outer part ( 3 ) is designed. An undivided drive shaft for transmitting torques in the drive train of a motor vehicle, comprising a shaft tube and two swivel rotatably connected at the ends of the shaft tube, characterized in that at least one of the two rotary joints is designed according to one of claims 1 to 9. Multi-part drive shaft for transmitting torques in the drive train of a motor vehicle, comprising: a first shaft section ( 45 ) with a shaft tube ( 47 ) and a first pivot at a first end; a second shaft section ( 46 ) with a second pivot at a second end oppositely directed to the first end; one the two shaft sections ( 45 . 46 ) rotatably interconnecting third rotary joint; wherein at least one of the parts, namely the first shaft section ( 45 ), the second wave section ( 46 ) or the third pivot, is designed as a predetermined breaking point, that due to axial forces introduced a shortening of the drive shaft is made possible; characterized in that at least one of the swivel joints, namely the first or the second swivel joint, is designed as a counter-track joint, comprising: an outer joint part ( 3 ) with outer ball tracks ( 9 ); an inner joint part ( 4 ) with inner ball tracks ( 10 ); torque transmitting balls ( 6 ), which in pairs of tracks each have an outer ball track ( 9 ) and an inner ball track ( 10 ) are guided; a cage ( 7 ) with cage windows ( 8th ), in which the balls ( 6 ) and are kept in a common level; the constant velocity universal joint ( 2 ) first axial forces between the outer joint part ( 3 ) and the inner joint part ( 4 ) can record damage-free; Slings ( 38 ), which are designed in the form of a stop plate with the outer joint part ( 3 ) and against which the inner joint part ( 4 ) can strike at exceeding the first axial forces and after destroying the constant velocity joint; the stop means ( 38 ) are designed such that they can receive second axial forces that are greater than the first axial forces, whereby an axial displacement of the outer joint part ( 3 ) relative to the inner joint part ( 4 ) is limited. Drive shaft according to claim 11, characterized in that the third constant velocity universal joint ( 2 ) is designed as a predetermined breaking point and can be dismantled at axial forces, which of the first and second shaft sections ( 45 . 46 ) can be recorded without damage; wherein the second shaft section ( 46 ) and the first shaft section ( 45 ) are designed such that - after a disassembly of the third constant velocity joint ( 2 ) are inserted into each other due to introduced axial forces. Drive shaft according to claim 12, characterized in that the inner joint part ( 4 ) of the third rotary joint ( 2 ) with a pin ( 48 ) of the second shaft section ( 46 ), and that the outer joint part ( 3 ) of the third rotary joint ( 2 ) at least indirectly with the shaft tube ( 47 ) of the first shaft section ( 45 ) connected is. Drive shaft according to claim 12 or 13, characterized in that the first rotary joint is designed in the form of a VL joint. Drive shaft according to one of claims 12 to 14, characterized in that the second rotary joint in the form of a counter-track joint according to one of claims 1 to 9 is designed.

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