Dana Automotive Systems Group, LLC

Dana Corporation

Torque-traction Technologies, Inc.

Jeffrey A Dutkiewicz

Seung Tark Oh

Johnny Neal Smith

James T Reynolds

Seth A Metzger

Ryan W Laskey

Thomas M O'Neil

Albert Aiken

Jerry Ellison Gould

Daniel C Perry

Daniel W Gibson

Bao T Luong

Christopher B Corpus

Nelson Wagner

Thomas J Marriott

Jeremy A Rapp

David W Maxwell

Donald A Rhoda

Mark S Williams

Jose P Da Silva

Andrew Charles Shupe

Joseph H Bradfield

Ryan M Hecklinger

Damien Gremillard

Anthony M Cox

Leah N Matczak

An apparatus for correcting an imbalance in a rotating shaft along with a method for correcting the imbalance in a rotating shaft is identified. The apparatus includes a joint assembly having a first joint member that is drivingly connected to a second joint member by one or more third joint members. At least a portion of a first shaft may be drivingly connected to at least a portion of the first joint member and at least a portion of a second shaft may be drivingly connected to at least a portion of a second end portion of the second join member. A boot can may be connected to at least a portion of a first end portion of the second joint member. One or more balancing elements may then be connected to at least a portion of the boot can and/or the second joint member of the joint assembly.

Apparatus and method for correcting an imbalance in a shaft

A joint assembly for use in a motor vehicle. The joint assembly includes a first joint member that is drivingly connected to a second joint member via one or more third joint members. At least a portion of the first joint member is drivingly connected to at least a portion of a first shaft and at least a portion of the second joint member is drivingly connected to at least a portion of a second shaft. One or more first joint member tool grooves circumferentially extends along the outer surface of the first joint member. The joint assembly further includes a nut that drivingly connects at least a portion of a third shaft to at least a portion of the second shaft. The nut includes one or more nut tool grooves circumferentially extending along the outer surface of the nut.

Direct pinion mount joint assembly

A shaft assembly. The shaft assembly includes a joint assembly having a first joint member, a second joint member and one or more third joint members drivingly connecting said first and second joint members. At least a portion of a first shaft is drivingly connected to the second joint member. Circumferentially extending from at least a portion of an outer surface of a second end portion of the first shaft is a first and second increased diameter portion having a wall portion that connects the first increased diameter portion to the second increased diameter portion. Drivingly connected to the second increased diameter portion of the first shaft is a second shaft. During a crash condition, an amount of force is applied to the wall portion until it fractures and at least a portion of the first shaft and/or the joint assembly translates into a hollow portion of the second shaft.

Propeller shaft crash collapse assembly

A vehicle shaft assembly (). The shaft assembly includes a coupling assembly having a first (), a second () and a third () joint member. A substantially cylindrical body portion of the second joint member is drivingly connected to a first shaft () having an increased diameter portion. The increased diameter portion of the first shaft has a retaining member groove () circumferentially extending along at least a portion of an outer surface of the increased diameter portion. At least a portion of the increased diameter portion of the first shaft is drivingly connected to a crash collapse adapter () having a crash collapse feature circumferentially extending along an inner surface of the crash collapse adapter. A second shaft () is integrally connected to at least a portion of an outer surface of the crash collapse adapter (). At least a portion of a retaining member is disposed within the retaining member groove and the crash collapse feature.

Propeller shaft slip member with crash collapse assembly

A vehicle joint has a drive sleeve, a pinion shaft and a drive nut. The sleeve has a vent hole, a first set of splines and a first set of venting grooves. The pinion shaft has a second set of splines engaged with the first set of splines. A fluid gap radially outboard of the engaged spines extends the length of the engaged splines. A second set of venting grooves is engaged with the first set of venting grooves. The pinion shaft also has a first set of threads. The drive nut has a second set of threads engaged with the first set of threads. The drive nut also has a radial aperture extending through the drive nut. The first vent hole is in fluid connection with the radial aperture through some of the features described above.

Vehicle joint

A constant velocity joint has an inner race and a sleeve. The sleeve connects with the inner race. In addition, the sleeve connects with a pinion shaft via splines. A nut attaches to the sleeve and also the shaft. The nut/shaft attachment is through threads.

Constant velocity joint

A hydroformed driveshaft tube formed using a hydroforming process is provided. The hydroformed driveshaft tube comprises a first end portion, a second end portion, and a middle portion. The middle portion is at least partially defined by a circular arc shaped surface of revolution. At least a portion of the middle portion has a diameter greater than a diameter of the first end portion and the second end portion. The middle portion comprises a first transition portion, a first constriction portion, a second constriction portion, and a second transition portion and is formed between the first end portion and the second end portion. The middle portion is formed between the first constriction portion and the second constriction portion and the middle portion affects a critical speed and a breathing mode frequency of the hydroformed driveshaft tube. The hydroformed driveshaft tube reduces a cost of a driveshaft assembly.

Hydroformed driveshaft tube with secondary shape

A hydroformed driveshaft tube formed using a hydroforming process is provided. The hydroformed driveshaft tube comprises a first end portion, a second end portion, and a middle portion. The middle portion is at least partially defined by a circular arc shaped surface of revolution. At least a portion of the middle portion has a diameter greater than a diameter of the first end portion and the second end portion. The middle portion comprises a first distension, a constriction, and a second distension and is formed between the first end portion and the second end portion. The constriction is formed between the first distension and the second distension and the middle portion affects a critical speed and a breathing mode frequency of the hydroformed driveshaft tube. The hydroformed driveshaft tube reduces a cost of a driveshaft assembly.

A driveshaft assembly having a tubular shaft, an end component, and an annular anti-fretting spacer is disclosed. The tubular shaft has a first receiving end portion with an opening and an inner diameter, a center portion with an inner diameter, and an interior with an inner surface. The driveshaft end component has an insert end portion and an attachment end portion. The spacer has a first outer diameter that is substantially equal to the receiving end portion inner diameter, a second outer diameter, and an outer surface. At least a portion of the outer surface contacts the shaft inner surface and the spacer is disposed on the insert end portion of the driveshaft end component and the insert end portion, including the spacer, is disposed within the receiving end portion with an interference fit, and the shaft is rigidly coupled to the driveshaft end component.

Spacer for a driveshaft assembly

An apparatus and method for performing a hydroforming process cause either or both of the opposed end portions of the workpiece to be deformed to achieve desired shapes therein. Initially, a workpiece having a pair of end portions is disposed within a die cavity defined by first and second die sections have cooperating recesses. A pair of end feed assemblies engage the end portions of the workpiece and deform such end portions to a desired shape. Pressurized fluid is provided within the workpiece either before, during, or after the deformation of the end portions of the workpiece to deform the central portion thereof it into a desired shape as defined by the die cavity.

Apparatus and method for performing a hydroforming process

A rolling ball spline type of slip joint includes a first tubular member having a plurality of inwardly extending regions formed therein. The first tubular member has a wall thickness that is essentially uniform throughout the circumference thereof. The slip joint also includes a second tubular member having a plurality of outwardly extending regions formed therein. The inwardly extending regions of the first tubular member are radially aligned with the outwardly extending region of the second tubular member to define a plurality of longitudinally extending raceways. The second tubular member has a wall thickness that is essentially uniform throughout the circumference thereof. A plurality of balls is disposed in each of the raceways for transmitting rotational force between the first and second tubular members, while accommodating a limited amount of relative axial movement therebetween.

Rolling ball spline slip joint formed from two tubular members

A locking cover is designed to protectively enclose a lubricant fitting mounted on a cross of a universal joint and cannot be removed after installation without damaging or destroying the locking cover. The locking cover includes a first half and a second half that are joined together by a hinge. Each half includes a generally U-shaped body portion defined by a central web and a pair of opposed leg portions. The first leg has an outwardly extending tang formed thereon having an outwardly extending barb. The second leg has an opening formed therein that terminates in a shoulder. A cover panel extends between the first and second legs defining a partial cavity therebetween. A pair of posts are provided on the cover panel and extend inwardly into the partial cavity defined by the first and second legs and the cover panel. When the locking cover is closed about the lubrication fitting, the tangs are received within the openings such that the barbs engage the associated shoulders. As a result, the two halves are locked together about the lubricant fitting. The posts are sized and positioned to engage portions of the lubricant fitting to support the locking cover thereon. Once the two halves are enclosed about the lubricant fitting, the locking cover cannot be subsequently removed without damaging or destroying the locking cover. This feature prevents service personnel from readily gaining access to the lubricant fitting to lubricate the cross at premature intervals.

Locking cover for a lubrication fitting mounted on a universal joint cross

A method for pre-positioning the driveshaft sections of an axially adjustable driveshaft assembly prior to installation within a vehicle to facilitate the installation process. An installation tool is provided with first and second members which are movable relative to one another. Reference indicia are provided on one or both of the members such that mounting surfaces provided thereon can be spaced apart from one another by a predetermined amount. The mounting surfaces of the installation tool are mounted on separate sections of the driveshaft assembly. Then, the driveshaft sections are moved relative to one another until the reference indicia provided on the installation tool are properly aligned. When such alignment is achieved, the overall axial length of the driveshaft assembly is approximately equal to the desired length between the engine/transmission assembly and the axle assembly. Then, the installation tool is removed, and the driveshaft assembly is installed in the vehicle. Because the overall axial length of the driveshaft assembly has been pre-positioned to the desired length, little or no adjustment thereof will be required to install the driveshaft assembly within the vehicle.

Method for facilitating the installation of an axially adjustable

An apparatus for balancing an aluminum drive shaft uses a transition material to attach steel counterweights to the aluminum drive shaft. The transition material is disposed between an outer surface of the aluminum drive shaft and an inner surface of the steel counterweights. A resistance welding process is then applied to the aluminum drive shaft, the steel counterweights, and the transition material to resistance weld the inner surface of the steel counterweights to the outer surface of the aluminum drive shaft. The transition material has a first surface adjacent to the aluminum drive shaft and a second surface adjacent to the steel counterweights, with the first surface being aluminum and the second surface being steel. In a method of balancing an aluminum drive shaft, a resistance welding process is applied to the aluminum drive shaft, the steel counterweights, and the transition material to resistance weld the inner surface of the steel counterweights to the outer surface of the aluminum drive shaft.

Counterweight attachment technique

This invention is directed to a device and method for checking the torque of a journal cross and bearings combination. The device comprises means for clamping a universal joint, means connectable to the clamping means and through which torque is applied to the universal joint, the connecting means having means for sensing the amount of torque required to rotate the cross-member and for measuring the amount of torque sensed. The method includes the steps of positioning and clamping the device to the universal joint in relation to the cross-member of the universal joint, applying torque to the device until the cross-member rotates with the universal joint, and measuring the torque required to initiate rotation.

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Toledo, OH, United States of America

Jeffrey A Dutkiewicz