Dana Corporation

Torque-traction Technologies, Inc.

Spicer Driveshaft, Inc.

Kellie L Stevens

Douglas E Breese

Eric Keith Manning

Christopher C Cheney

James G Koedam

Earl L Brazle

Brian N Wiskur

David Alvin Cole

Terry M Keyes

Tyrone L Bowman

A noise and vibration damper for use with a rotatable structure, such as a driveshaft assembly for a vehicular drive train system, includes an inner member, an elastomeric member that extends about the inner member, and an outer member that extends about the elastomeric member. The inner member is formed from a sheet of material that has been deformed to a desired shape, while the outer member is formed from a tube of material having a length that is selected to provide the desired dampening frequency. The natural resonant frequency of the noise and vibration damper can be adjusted by varying either or both of the shape of the inner member or the axial length of the outer member of the noise and vibration damper. In both instances, the weight distribution of the components of the noise and vibration damper is altered. As a result, the rotational inertia (and, therefore, the natural resonant frequency) of the noise and vibration damper can be altered to absorb the undesirable noise and vibration applied to the drive train system and to minimize the amount of such noise and vibration that is transmitted and amplified by the drive train system.

Noise and vibration damper for a vehicular driveshaft assembly

A two piece cover assembly for protectively covering an end of a component, such as a slip yoke, in a vehicle drive train assembly includes a tubular piece and a cap piece. The tubular piece is hollow and is adapted to fit over and frictionally engage an end portion of the component. A portion of the tubular piece may be deformed to provide such frictional engagement. The cap piece is removably attached to the tubular piece by cooperating retaining structures provided thereon.

Protective cover assembly for a slip yoke in a vehicle drive train assembly

A noise reduction structure for an aluminum-based driveshaft tube includes a generally cylindrical member having a predetermined length. The noise reduction structure is disposed within a driveshaft tube in a press fit relationship with the inner surface of the tube. In general, the noise reduction structure is positioned within the driveshaft tube at a location where the amplitude of a standing wave caused by the reflection of the sound waves back and forth along the driveshaft tube is at its maximum value. The length of the noise reduction structure may be about 10% or less of the value of the length of the driveshaft tube. In a first embodiment, the noise reduction structure is formed from a polymeric foam material having a density of less than about 10 lb/ft,. Preferably, the material has a density in the range of about 2 lb/ft,to 10 lb/ft,, and more preferably, in the range of about 3 lb/ft,to 7 lb/ft,. One type of material which is particularly well suited for this invention is a polymeric cushioning foam having a density of about 5 lb/ft,. In a second embodiment, the noise reduction structure is formed from a plurality of relative long cylindrical members that are press fit within the driveshaft tube and are located equidistantly from one another. Each of these cylindrical members is preferably formed from a polyether material having density of at least 1.4 lb/ft,, and most desirably are formed having a density of 1.5 lb/ft,. In a third embodiment, the noise reduction structure is formed from a single elongated cylindrical member that is press fit within the driveshaft tube and is preferably formed from a polyether material having density of at least 1.4 lb/ft,, and more desirably is formed having a density of 1.5 lb/ft,. One or both of the end portions of the driveshaft tube may be formed having a reduced diameter.

Driveshaft assembly having a noise reduction structure

A method for installing a noise reduction structure within a vehicle driveshaft tube includes the initial step of disposing a reducing sleeve adjacent to a first end of the driveshaft tube. The reducing sleeve may define an inner surface that is tapered from a first diameter, which is slightly larger than the uncompressed outer diameter of the noise reduction structure, to a second diameter, which is approximately equal to the diameter of the first end of the driveshaft tube. Alternatively, the reducing sleeve may define an inner surface that is tapered from a first diameter and then rounded to a second diameter. A source of vacuum is disposed adjacent to a second end of the driveshaft tube, opposite the first end. The source of vacuum may be an accumulator tank and compressor assembly or a venturi arrangement. In any event, the noise reduction structure is disposed within the reducing sleeve and a vacuum is generated such that the vacuum draws the noise reduction structure into the driveshaft tube. To control the position of the noise reduction structure within the driveshaft tube, a limit switch can be positioned at a desired location within the driveshaft tube. When the leading end of the noise reduction structure touches the limit switch, the vacuum may be vented to the atmosphere, thereby preventing further movement of the noise reduction structure. Once installed within the driveshaft tube, the noise reduction structure expands outwardly into a light interference fit therewith. If desired, several methods are proposed to increase the force exerted on the noise reduction structure by the source of vacuum.

Apparatus and method for installing a noise reduction structure within a

A noise reduction structure for a vehicle driveshaft assembly insures that each of the interior chambers of the driveshaft tube is properly vented during use. The noise reduction structure is a solid member having a predetermined length and a cross sectional shape which corresponds generally to the cross sectional shape of the driveshaft tube. Preferably, the noise reduction structure has an outer diameter which is approximately equal to, or slightly larger than, the inner diameter of the driveshaft tube. As such, the noise reduction structure engages the inner surface of the driveshaft tube in a light press fit relationship. Each noise reduction structure has a passageway, groove, or other opening formed therein which extends axially throughout its length. In a preferred embodiment, an axially-extending groove is formed on the outer circumferential surface of the noise reduction structure. The groove provides for free air flow from one end of the noise reduction structure to the other, thereby insuring that each of the interior chambers of the driveshaft tube is properly vented during use.

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Holland, OH, United States of America

Kellie L Stevens