Synchronous joint

Abstract

The invention relates to a cardan joint, comprising: a cardan inner part having a longitudinal center axis and a plurality of ball tracks on the outer circumference, a cardan outer part having a longitudinal center axis and a plurality of ball tracks on the inner circumference, wherein the ball tracks on the cardan inner part and the ball tracks on the cardan outer part form ball track pairs, respectively. According to the invention, the mirror-symmetrical design of the ball tracks of at least one track pair is deliberately abandoned in such a way that, at least for local sections of the range of operating deflection angles, the deviation of the angle of the track tangent in the respective deflection angle-dependent intersection point with the cardan center plane from the reference axis is intentionally adjusted, which deviation significantly exceeds the range that can be achieved even with the largest conventional manufacturing tolerances in the mirror-symmetrical design. The cardan joint according to the invention further improves the efficiency, service life and control with lower manufacturing expenditure and manufacturing costs.

Description

Technical Field

[0001] The present invention relates to a synchronizing universal joint, comprising: an inner universal joint component having a longitudinal central axis and a plurality of ball raceways on its outer periphery, and an outer universal joint component having a longitudinal central axis and a plurality of ball raceways on its inner periphery, wherein the ball raceways on the inner universal joint component and the ball raceways on the outer universal joint component respectively form ball raceway pairs, the synchronizing universal joint further comprising a ball in each ball raceway pair for transmitting torque, and a cage having a window disposed between the outer universal joint component and the inner universal joint component, wherein the balls are housed in the cage. Background Technology

[0002] On the front axle half-shaft of the motor vehicle, an RF / UF type universal joint, preferably with a non-tilting ball raceway, is used as the wheel-side synchronous universal joint. This RF / UF type universal joint achieves a deflection angle greater than 40° in steering rotation, with a maximum deflection angle of approximately 48° to 52°. The cage is guided on the curved wall sections of the outer and inner components of the universal joint, which respectively constitute the cage guide section.

[0003] As the universal joint deflects, the ball is held in the central plane of the universal joint by the cage. This central plane opens as a plane of symmetry between the longitudinal central axes of the outer and inner components of the universal joint, which are angled relative to each other during deflection. The trajectory of the raceway center of each pair of raceways is typically mirror-symmetric to each other with respect to the central plane of the universal joint at any deflection angle; this trajectory is also referred to below as the raceway generatrix. Here, the raceway center or raceway generatrix is ​​understood as the curve produced by the center point of the ball as it moves along the corresponding raceway. Mirror symmetry is derived from synchronization requirements in the relevant design theory of Seherr-Thoss, Schmelz, and Auktor: Gelenke und Gelenkwellen, ISBN 3-540-41759-1, page 60. The general goal is to position the relevant components as precisely as possible with relatively low clearance and, where necessary, to maintain the movement that may arise due to operating forces, in order to achieve mirror symmetry of the raceway with respect to the ball plane. Despite various efforts, this type of traditional synchronizing universal joint has not demonstrated precise synchronization. This is due to manufacturing tolerances, friction, and externally applied forces. However, the usual deviations from ideal synchronization do not significantly negatively impact function in universal joint applications and are difficult to detect in practice.

[0004] To ensure the function of the synchronizing universal joint, the balls are adjusted to the center plane of the universal joint when it deflects. Different control systems are known for this purpose. As described in patent document DE 22 52 827 A, a first control system is based on the axial offset of the center of curvature of the ball raceways on the outer and inner parts of the universal joint relative to the deflection center of the universal joint. As shown in patent document US 1,975,758, a second control system uses the axial offset of the center of curvature of the spherical guide surfaces between the cage and the inner and outer parts of the universal joint. Furthermore, as disclosed in patent document DE 30 00 119 A, for example, the two control systems, namely raceway offset and cage offset, can be combined. The ball raceway can follow an arc or have other curved shapes and locally straight sections.

[0005] To achieve adequate control even with moderate to large deflection angles, such as in the Rzeppa-type wheel-side synchronous universal joints on the front axle, a sufficiently large basic control angle and, therefore, a relatively large axial offset are required to avoid acoustic interference, noise, or even jamming. However, this results in high axial force components and correspondingly high internal friction in the universal joint within the main operating deflection angle range, i.e., at smaller deflection angles, thus adversely affecting the efficiency of the universal joint.

[0006] For example, as described in patent document EP 0 802 341 B2, a recent solution involves reducing raceway offset, combined with increasing the number of balls from the usual six to eight, and in the so-called reverse-track universal joint according to patent document DE 100 60 119 A1, unlike the classic Rzeppa type universal joint, the orientation of the angle between the ball raceway pairs alternates from one ball raceway to the other. Increasing the number of balls ensures adequate positioning of the universal joint components relative to each other, even with small control angles. In the reverse-track universal joint, axial forces acting on the cage should be compensated as much as possible.

[0007] However, this type of universal joint construction is very expensive to manufacture. Yet, in the absence of alternatives, this drawback has been tolerated to this day.

[0008] Besides efficiency, the wear resistance of the ball raceways is another core requirement for synchronous universal joints. However, this requirement often conflicts with good efficiency. This can be explained, for example, in Rzeppa-type synchronous universal joints by the improved control effect from raceway offset. As mentioned earlier, raceway offset can be reduced to improve efficiency by reducing support forces. However, when operating such synchronous universal joints, as the deflection angle increases, the uneven distribution of load transmission share of the ball raceways increases depending on the position of each individual ball raceway. This is partly due to the effective adjustment angle of these raceways relative to each other and the force transmission formed by the respective balls. As the deflection angle increases, the difference in the angular position of the raceways increases in any case, depending on the rotational position. The ratio of the difference caused by deflection decreases with the increase of the basic control angle from raceway offset, which is preferably common to all raceways, and helps to improve wear characteristics; however, this is somewhat contradictory to the improvement of efficiency. Summary of the Invention

[0009] The technical problem to be solved by this invention is to provide a remedy. In particular, the technical problem to be solved by this invention is to further improve efficiency, service life, and control in synchronous universal joints of the type described at the outset, while maintaining low manufacturing costs and expenses.

[0010] This technical problem is solved by a synchronous universal joint. The synchronous universal joint according to the invention comprises: an inner universal joint component having a longitudinal central axis and a plurality of ball raceways on its outer periphery; and an outer universal joint component having a longitudinal central axis and a plurality of ball raceways on its inner periphery, wherein the ball raceways on the inner universal joint component and the ball raceways on the outer universal joint component respectively form ball raceway pairs. The synchronous universal joint further comprises one ball for transmitting torque in each ball raceway pair, and a cage having a window arranged between the outer universal joint component and the inner universal joint component, in which the balls are housed. Furthermore, in the synchronous universal joint according to the invention, for at least one raceway pair:

[0011] - The direction of the curve guiding the center point of the ball in the ball raceway defines the corresponding raceway generatrices L1 and L2 of the ball raceways for the inner and outer components of the universal joint.

[0012] - The deflection plane E is defined as the plane passing through the center point O of the line connecting the minimum distance between the two longitudinal central axes A1 and A2 of the ball track pair, and the plane is opened by the direction vectors of the longitudinal central axes A1 and A2.

[0013] - The plane that passes through the center point O and is perpendicular to the deflection plane E, and bisects the deflection angle β between the longitudinal central axes A1 and A2, is defined as the angle bisector plane WH.

[0014] - The universal joint center plane S is defined as a plane perpendicular to the angle bisector WH and symmetrical about the longitudinal center axes A1 and A2.

[0015] - The line of intersection between the angle bisector WH and the deflection plane E is defined as the reference axis A.

[0016] - The first tangent T1 of the raceway generatrix L1 of the universal joint internal component at the intersection of the universal joint center plane S and the raceway generatrix of the universal joint internal component forms a first angle φ1 with the reference axis A, and

[0017] - The second tangent T2 of the raceway generatrix L2 of the universal joint outer component at the intersection of the universal joint center plane S and the raceway generatrix of the universal joint outer component forms a second angle φ2 with the reference axis A.

[0018] Among them, the maximum value of the difference dφ(β) related to the deflection angle β of the first and second angles φ1 and φ2 of at least one ball track of the ball track pair.

[0019] |dφ(β)=φ2–φ1| Max

[0020] It has a value greater than 0.3° to a maximum of 5°.

[0021] In the solution according to the invention, a mirror-symmetric design of the ball raceways of at least one raceway pair is intentionally abandoned. Instead, at least for a local segment of the operating deflection angle range, the deviation of the angle between the raceway tangent and the reference axis at the corresponding intersection point with the universal joint center plane, which depends on the deflection angle, is selectively adjusted. This angular deviation significantly exceeds the range achievable even considering maximum conventional manufacturing tolerances in a mirror-symmetric design. In this respect, the invention opens up new technical frontiers in the design of synchronous universal joints.

[0022] According to the design, this can have a positive impact on the ball's wrapping in the raceway, the pressure control in the ball raceway, and the pressure relationship.

[0023] The solution according to the present invention improves efficiency and service life throughout the entire operating range of the synchronous universal joint. This significantly improves applicability, especially in cases with large deflection angles.

[0024] A more uniform force distribution on the ball and its raceway, as well as improved control of the ball in the center plane of the universal joint, can be the target quantities for optimization.

[0025] Furthermore, it can further reduce deviations from ideal synchronous operation.

[0026] Because the solution according to the present invention eliminates the need to increase the number of balls in the universal joint or to manufacture reverse ball raceways, manufacturing costs remain low. It does not incur significant additional manufacturing costs compared to conventional Rzeppa-type synchronous universal joints.

[0027] Preferably, the maximum value of the difference dφ(β) between the first and second angles φ1 and φ2 and the deflection angle β of at least one ball track of the ball track pair is |dφ(β)|. Max It has values ​​ranging from 0.6° to 3°.

[0028] In another specific implementation, the raceway generatrices of the ball raceways on the internal and / or external components of the universal joint both have curved sections transitioning into straight sections. This enables the realization of a UF-type synchronous universal joint.

[0029] The raceway generatrix of the ball raceway on the inner component of the universal joint can extend in the radial plane of the inner component and / or the raceway generatrix of the ball raceway on the outer component of the universal joint can extend in the radial plane of the outer component. However, an inclined position of the ball raceway is also possible, so that the ball raceway extends at an angle relative to the radial plane.

[0030] In principle, all conceivable combinations of continuous raceways on the internal and external components of the universal joint are feasible, which makes it possible to generate |dφ(β)| Max The values ​​mentioned above. However, for practical reasons, and also considering manufacturability, simple geometric elements, such as a combination of straight lines and circular cross-sections, are suitable. This allows for more degrees of freedom in adjusting the universal joint characteristics.

[0031] In one particular implementation, the raceway generatrix of the ball raceway has sections with different curvatures on the inner and / or outer parts of the universal joint. Therefore, for example, two local sections with different curvatures can be combined with a straight local section for the raceway generatrix.

[0032] Furthermore, the curvature of the internal and external components of the universal joint can be different.

[0033] The different curvatures of the raceway generatrices on the inner and outer components of the universal joint can be achieved, for example, by having the centers of curvature of the raceway generatrices of the ball raceways on the inner and outer components of the universal joint offset from each other radially.

[0034] Furthermore, it can be stipulated that the curvature centers of the raceway generatrices of the ball raceways on the inner and outer components of the universal joint have different axial offsets AK1 and AK2 relative to the cage center K, where the cage center K is understood as the center between the curvature centers of the inner and outer cage guides. Therefore, the axial offsets AK1 and AK2 can include the axial offset AK from the curvature center of the raceway generatrices to the corresponding curvature center of the cage guide. LB (Range offset), the offset of the internal and external cage guide surfaces within the cage itself (AK) KB (Cage offset), or a combination of the following:

[0035] AK i =AK LBi +AK KBi

[0036] In the following text, for clarity and better understanding, the total offset AK will always be referred to. i That is, as AK is offset by the axial raceway. LBi and axial cage offset AK KBi The sum of the axial offset AK of the curvature center of the corresponding raceway segment relative to the center K of the cage. i ...

[0037] In another specific embodiment, the pitch circle diameter PCD1 of the inner component of the universal joint is smaller than the pitch circle diameter PCD2 of the outer component of the universal joint, wherein, preferably, PCD1 = 0.990 to 0.999 × PCD2. The pitch circle diameter PCD is the maximum diameter of circle D in the main operating area of ​​the raceway generatrices L1 and L2, wherein the center point of circle D is located on the component axis A1 / A2 of the inner component 1 or the outer component 2, and circle D lies in plane N, the normal of which passes through the axis at the center point. The diameter of the circle is twice the distance from the intersection point S1 / S2 of the raceway L1 / L2 and plane N to the corresponding component axis A1 / A2. Here, plane N, and from this intersection point S1 / S2, moves along the raceway generatrices L1 / L2 in the main operating area to determine the maximum diameter in that area. The main operating area is defined here as the area of ​​the raceway busbars L1 / L2, in which the ball runs when the synchronous universal joint rotates by a 20° deflection angle.

[0038] According to another specific implementation, in order to achieve a suitable raceway curvature specification, the axial offset AK1 of the raceway generatrix of the ball raceway on the universal joint inner component relative to the cage center K is smaller than the axial offset AK2 of the raceway generatrix of the ball raceway on the universal joint outer component relative to the cage center.

[0039] According to another specific implementation, in order to achieve a suitable raceway curvature specification, the radial offset RO1 of the center of curvature of the raceway generatrix of the ball raceway on the universal joint inner component relative to the longitudinal central axis of the universal joint inner component is smaller than the radial offset RO2 of the center of curvature of the raceway generatrix of the ball raceway on the universal joint outer component relative to the longitudinal central axis of the universal joint outer component.

[0040] As already mentioned, the raceway busbar can also be composed of two or more local segments with different curvatures, thereby enabling a high degree of flexibility in adjusting the variation curve of dφ(β).

[0041] In a variant embodiment, the raceway generatrix of one raceway in the ball raceway pair has a first radius of curvature R. 1,a The first curved local segment and the segment connected to the first curved local segment having a second radius of curvature R 1,b The second curved local section, and the raceway generatrix of the other raceway of the ball raceway pair has a radius of curvature R2. Preferably, the following applies:

[0042] R 1,a <R2<R 1,b .

[0043] Furthermore, relatedly, the center of curvature of the first curved local section of the raceway generatrix on the universal joint internal components can have an axial offset AK relative to the cage center K. 1,a The curvature center of the second curved local section of the raceway generatrix on the universal joint internal component can have an axial offset AK relative to the cage center K. 1,b Furthermore, the center of curvature of the curved local section of the raceway generatrix on the outer component of the universal joint has an axial offset AK2 relative to the center of the cage, wherein applicable:

[0044] AK 1,a <AK2<AK 1,b .

[0045] Alternatively or additionally, the center of curvature of the first curved local section of the raceway generatrix on the universal joint internal components may have a radial offset RO relative to the cage center K. 1,a The curvature center of the second curved local section of the raceway generatrix on the universal joint internal components can have a radial offset RO relative to the cage center K. 1,b Furthermore, the center of curvature of the curved local section of the raceway generatrix on the outer component of the universal joint has a radial offset RO2 relative to the cage center K, wherein:

[0046] RO 1,a <RO2<RO 1,b

[0047] According to another specific implementation, the curve of dφ(β) in the region of a large degree of negative deflection angle β < -40° can initially have a large degree of negative angle difference dφ and from there increase with the increase of deflection angle β. The deflection angle is calculated here such that when the raceway generatrix intersects the mirror symmetry plane S, the positive deflection angle β corresponds to the following side of the ball raceway, in which the direction of the ball control force generated in the universal joint extended position (β = 0°) is toward that side.

[0048] Alternatively, the curve of dφ(β) in the moderately negative range of deflection angle -30° < β < -10° can be transformed into the positive range of dφ(β), and then reach the maximum positive value of dφ(β) in the small positive range of 5° < β < 15°.

[0049] As the deflection angle β continues to increase, the curve of dφ(β) changes from a small positive range of 5° < β < 15° to a rate that drops back to 0° dφ(β) more quickly than when it rose before, so as to maintain a maximum value of + / - 0.2° dφ(β) during further increases in the deflection angle β. Attached Figure Description

[0050] The present invention will now be described in detail with reference to the embodiments shown in the accompanying drawings. In the drawings:

[0051] Figure 1 An external view of a synchronous universal joint in a closed state according to an embodiment of the invention is shown.

[0052] Figure 2 A schematic diagram illustrating the determination of dφ(β) is shown.

[0053] Figure 3 This diagram shows the raceway generatrix of the ball raceway pair in a conventional Rzeppa synchronous universal joint of type UF (without undercut).

[0054] Figure 4 A schematic diagram of the raceway generatrix of the ball raceway of the synchronous universal joint according to the first embodiment of the present invention is shown.

[0055] Figure 5 A schematic diagram of the raceway generatrix of the ball raceway of the synchronous universal joint according to the second embodiment of the present invention is shown.

[0056] Figure 6 A graph illustrating the dφ(β) variation curve of a conventional synchronous universal joint of the Rzeppa type is shown.

[0057] Figure 7 It shows the corresponding Figure 6 The graph illustrates the variation curve of dφ(β) of the synchronous universal joint according to the present invention compared to the parameter range of a conventional synchronous universal joint, and

[0058] Figure 8 A view is shown that illustrates the definitions of the pitch circle diameters PCD1 and PCD2. Detailed Implementation

[0059] Figure 1 An exemplary embodiment shows a synchronous universal joint of the Rzeppa fixed universal joint in the form of UF type (no undercut).

[0060] The synchronizer universal joint 1 can be installed, for example, in the universal joint shaft of a motor vehicle to transmit drive forces from the transmission to the guided front wheels of the vehicle. The synchronizer universal joint allows a maximum deflection angle of over 40 degrees to up to approximately 52 degrees.

[0061] like Figure 1 As shown, the synchronous universal joint 1 first includes an inner universal joint component 1 and an outer universal joint component 2. A cage 3 with multiple windows 4 is arranged between the inner universal joint component 1 and the outer universal joint component 2. A ball 5 is arranged in each window.

[0062] The inner component 1 of the universal joint has multiple grooved ball raceways 6 on its outer periphery. The outer component 2 of the universal joint has multiple grooved ball raceways 7 constructed in the same manner, opposite to the ball raceways 6 of the inner component 1, to form corresponding ball raceway pairs. The ball raceway pairs 6 / 7 respectively accommodate balls 5 for transmitting torque between the inner component 1 and the outer component 2 of the universal joint.

[0063] exist Figure 1 In the synchronizing universal joint 1 shown exemplarily, the angle of all ball raceway pairs 6 / 7 is toward the opening side of the synchronizing universal joint 1, that is, all ball raceway pairs 6 / 7 are open toward the same side of the synchronizing universal joint 1.

[0064] All ball raceways for pairs 6 / 7 can be designed in the same way, so there is a unique raceway system overall.

[0065] The number of balls in the raceway is 6 / 7, and thus the number of balls 5 is preferably six, but more or fewer can also be chosen, for example, seven or eight.

[0066] The ball raceway 6 of the universal joint inner component 1 may, for example, be bent at least segmentally in a radial plane including the longitudinal central axis A1 of the universal joint inner component 1.

[0067] The ball raceway 7 of the outer component 2 of the universal joint may, for example, be bent at least segmentally in a radial plane including the longitudinal central axis A2 of the outer component 2 of the universal joint.

[0068] The raceway generatrices L1 and L2 of the ball raceway preferably also extend in the corresponding radial plane. However, it is also possible for the raceway generatrices L1 and L2, and thus the ball raceway 6 / 7, to be angled relative to the corresponding radial plane.

[0069] Between the ball raceways 6 and 7, the universal joint inner component 1 and the universal joint outer component 2 have wall sections for guiding the cage frame 3.

[0070] In the illustrated embodiment, the cage 3 slides on the cage guide surface 9 of the universal joint inner component 1 via its substantially spherical inner surface 8, and slides in the cage guide surface 11 of the universal joint outer component 2 via its substantially spherical outer surface 10. The cage guide surfaces 9 and 11 on the universal joint inner component 1 and the universal joint outer component 2 can also be designed spherically. Due to the curvature of the cage guide surfaces 9 and 11, the cage 3 is axially locked between the universal joint inner component 1 and the universal joint outer component 2, yet it is pivotable. The spherical inner surface 8 and outer surface 10 of the cage 3, as well as the cage guide surfaces 9 and 11, can deviate from a spherical shape as long as the cage 3 is kept guided. However, for the most accurate possible positioning, considering unavoidable manufacturing tolerances, it is recommended that at least one contact surface in each pair be designed as spherical.

[0071] When the synchronous universal joint 1 deflects, the ball 5 is held within its universal joint center plane S by the cage 3. The universal joint center plane S represents the plane of symmetry of the longitudinal center axes A1 and A2 of the universal joint inner component 1 and the universal joint outer component 2, and passes through the intersection point O of these longitudinal center axes A1 and A2 when the universal joint deflects.

[0072] According to the present invention, in Figure 1 In the synchronous universal joint 1 shown, a mirror-symmetric design is typically provided in this universal joint for at least one raceway pair 6 / 7, especially its sub-combinations, or for all raceway pairs 6 / 7, as shown below. Figures 2 to 5 The methods and approaches used in the explanation were discarded.

[0073] This allows for the low-cost manufacture of a synchronous universal joint 1 while maintaining a simple raceway orientation, which offers improvements in efficiency, lifespan, and control compared to existing technologies.

[0074] Therefore, firstly according to Figure 2 Define and describe geometric quantities that are important for understanding this invention. Figure 2 The lower half schematically shows the deflection of the synchronous universal joint 1 between the longitudinal central axes A1 and A2 with a deflection angle β, while the upper half shows the raceway generatrices L1 and L2 of the ball raceway pair 6 and 7.

[0075] exist Figure 2In this context, the raceway generatrices L1 and L2 are defined as the direction of the curves of the center point of the ball 5 guided in the corresponding raceway 6 or 7.

[0076] The intersection of the longitudinal central axes A1 and A2 of the universal joint inner component 1 and the universal joint outer component 2 at a deflection angle β is marked as O. During deflection, the deflection plane E is opened by the longitudinal central axes A1 and A2, and the deflection plane... Figure 2 The center corresponds to the display plane. In actual operation, the longitudinal central axes A1 and A2 can be slightly tilted relative to each other at a small interval. In this case, the intersection point O is the center point of the line connecting the two longitudinal central axes A1 and A2 with the minimum distance between them, where the deflection plane E is opened by the direction vectors of the longitudinal central axes A1 and A2. The longitudinal central axes A1 and A2 are then projected perpendicularly onto this deflection plane E.

[0077] The angle bisector WH is defined as perpendicular to the deflection plane E and passing through the intersection or center point O, and the angle bisector bisects the deflection angle β between the longitudinal central axes A1 and A2 of the inner and outer components.

[0078] In addition, by Figure 2 As will be seen in the following section, the universal joint center plane S mentioned above is the following plane, which is perpendicular to the angle bisector WH and the longitudinal center axes A1 and A2 of the inner and outer sides of the synchronous universal joint 1 are mirror-symmetrical with respect to the plane.

[0079] Now, the axis generated by the intersection of the angle bisector WH and the deflection plane E is defined as the reference axis A.

[0080] observe Figure 2 In the upper part, the tangent of the raceway generatrix L1 of the inner universal joint component 1 at the intersection of the raceway generatrix L1 of the inner universal joint component 1 and the universal joint center plane S is represented by T1. T2 is the tangent of the raceway generatrix L2 of the outer universal joint component 2 at the intersection of the raceway generatrix L2 of the outer universal joint component 2 and the universal joint center plane S. These intersections may, however, not necessarily coincide, but are always present in the technically reasonable ball raceways 6 and 7.

[0081] exist Figure 2 In the upper part, φ1 represents the first angle between tangent T1 and reference axis A, and φ2 represents the second angle between tangent T2 and reference axis A. Here, for clarity, reference axis A is offset to the intersection point and marked with A'.

[0082] Without considering typical manufacturing tolerances, in the mirror-symmetric design of ball raceways 6 and 7 of the ball raceway pair, the first angle φ1 and the second angle φ2 always have the same size.

[0083] When the raceways 6 and 7 and the corresponding raceway generatrices L1 and L2 are mirror-symmetric, the difference between angles φ1 and φ2 (hereinafter referred to as dφ) is actually zero. Figure 6 The curves showing the variation of dφ(β) versus deflection angle β for a conventional Rzeppa type synchronous universal joint are displayed. It can be clearly seen that the maximum dimensional angular difference typically achieved remains within a narrow tolerance range of + / -0.1°, and even under the most unfavorable conditions, it does not reach a value of 0.3°.

[0084] However, in the design according to the present invention, the maximum number of angular difference variation curves related to the deflection angle β of at least one ball raceway 6 or 7 is |dφ(β)|. Max Values ​​ranging from greater than 0.3° to up to 5°.

[0085] |dφ(β)| from 0.6° to 3° Max It is particularly advantageous.

[0086] The relevant omission of the symmetry conditions of ball raceways 6 and 7 opens up new design possibilities. According to the design, this can, for example, have a positive impact on the encapsulation of ball 5 in ball raceways 6 and 7, the pressure control in ball raceways 6 and 7, and the pressure relationship.

[0087] This further improves efficiency and lifespan.

[0088] When designing the synchronizing universal joint 1 according to the present invention, it should be noted that the ball raceway orientation and clearance in the universal joint, especially the raceway width, pitch circle diameter PCD, or the guide surfaces of the inner component 1 and the outer component 2 of the universal joint, enable the ball 5 to remain at the intersection of the raceways. The location with less free space between the ball raceways 6 and 7 can be compensated for by more free space at other locations in the universal joint. This ensures the mobility of the synchronizing universal joint 1.

[0089] To prevent the synchronous universal joint 1 from jamming, the theoretically unfavorable free space of ball 5 between ball raceways 6 and 7 should not exceed the magnitude of the maximum possible component displacement in other guide surfaces.

[0090] Figure 4 The diagram illustrates a first variant design of the raceway generatrices L1 and L2 for a 6 / 7 ball raceway. K1 and K2 here represent the corresponding centers of the cage guides for the inner universal joint component 1 and the outer universal joint component 2, which overlap here; however, they can also have axial offset, as mentioned above, with an axial offset AK. i The following reference is taken as the center K of the cage.

[0091] In the illustrated embodiment, the raceway generatrices L1 and L2 of the ball raceways 6 and 7 on the inner component 1 and outer component 2 of the universal joint respectively have curved sections that transition into straight sections.

[0092] like Figure 4 As shown, the raceway generatrices L1 and L2 can be designed such that the pitch circle diameter PCD1 of the inner component 1 of the universal joint is smaller than the pitch circle diameter PCD2 of the outer component 2 of the universal joint. Preferably, PCD1 = 0.990 to 0.999 × PCD2.

[0093] Furthermore, the raceway generatrices L1 and L2 of the ball raceways on the inner component 1 and outer component 2 of the universal joint are radially offset from each other.

[0094] The radial offset RO1 of the center of curvature of the raceway generatrix L1 of the ball raceway 6 on the inner component 1 of the universal joint relative to the corresponding longitudinal central axis A1 can be designed to be smaller than the radial offset RO2 of the center of curvature of the raceway generatrix L2 of the ball raceway 7 on the outer component 2 of the universal joint relative to the corresponding longitudinal central axis A2.

[0095] Furthermore, the raceway generatrices L1 and L2 of the ball raceways 6 and 7 on the inner component 1 and outer component 2 of the universal joint are axially offset from each other. The centers of curvature of the raceway generatrices L1 and L2 of the ball raceways 6 and 7 on the inner component 1 and outer component 2 of the universal joint have different axial offsets AK1 to AK2 relative to the cage center K. In addition to the axial offset relative to the center point O, the possible offsets of the centers of curvature K1 and K2 of the corresponding cage guides should also be considered.

[0096] The axial offset AK1 of the curvature center of the raceway generatrix L1 of the ball raceway 6 on the inner component 1 of the universal joint relative to the cage center K can be designed to be smaller than the axial offset AK2 of the curvature center of the raceway generatrix L2 of the ball raceway 7 on the outer component 2 of the universal joint relative to the cage center K.

[0097] The radius R2 of the raceway generatrix L2 of the curved raceway section on the outer component 7 of the universal joint is... Figure 4 The radius R1 of the raceway generatrix L1 of the curved raceway section on the universal joint internal component 6 is larger than that of the raceway generatrix L1.

[0098] Figure 4 The simplified ball raceway configuration is shown only as an example to illustrate and demonstrate feasibility. However, in principle, the generation of the already described |dφ(β)| can be selected on the inner universal joint component 1 and the outer universal joint component 2 in a specific design scheme. Max All combinations of the continuous raceway direction of the value.

[0099] Figure 5 An exemplary design of another variant of the raceway busbars L1 and L2 for a ball raceway pair of 6 / 7 is shown.

[0100] In this modified design, the raceway generatrix L1 on the universal joint internal component 1 consists of two raceways with different radii of curvature R. 1,a and R 1,b The system consists of two curved local segments a and b, and a straight local segment. Here, the first curved segment connects to the straight local segment, and the first curved segment itself transitions into the second curved segment. The radius of curvature R of the first curved segment is... 1,a The radius of curvature R of the second curved section is greater than 1,b .exist Figure 5 In this configuration, the raceway busbar L1 is composed of these three local sections. However, these local sections can be supplemented by other straight or curved local sections if necessary. Furthermore, it is feasible to include curved sections with varying radii of curvature.

[0101] The raceway generatrix L2 of the outer component 2 of the universal joint consists of a curved local section and a straight local section. However, a design scheme with multiple local sections having different bends or varying radii of curvature is also feasible. According to... Figure 5 In this embodiment, taking the aforementioned curved section of the raceway generatrix L1 of the ball raceway 6 of the universal joint inner component 1 as a reference, the radius of curvature R2 of the curved local section of the raceway generatrix L2 is applicable:

[0102] R 1,a <R2<R 1,b

[0103] The universal joint internal component 1 has different radii of curvature R 1,a and R 1,b The bending sections a and b, and the bending section of the outer universal joint component 2, can also be designed in a special way to address the axial offset of their curvature centers. Figure 5 In the middle, the first curved local section of the raceway generatrix L1 on the universal joint internal component 1 has an axial offset AK relative to the cage center K. 1,a The second curved section of the raceway generatrix L1 on the universal joint inner component 1 has an axial offset AK relative to the center of the cage. 1,b Furthermore, the bent local section of the raceway generatrix L2 on the outer component of the universal joint has an axial offset AK2 relative to the cage center K, wherein:

[0104] AK 1,a <AK2<AK 1,b

[0105] Alternatively, a radial offset can be optionally provided, in which the raceway generatrix L1 of the ball raceway 6 on the universal joint inner component 1 has a radial offset RO relative to the longitudinal central axis A1 of the universal joint inner component 1 in the first curved local section. 1,aThe raceway generatrix L1 of the ball raceway 6 on the universal joint inner component 1 has a radial offset RO relative to the longitudinal central axis A1 of the universal joint inner component 1 in the second curved local section. 1,b Furthermore, the raceway generatrix L2 of the ball raceway 7 on the outer component 2 of the universal joint has a radial offset RO2 relative to the longitudinal central axis A2 of the outer component 2 of the universal joint in its curved local section. Therefore, in Figure 5 Preferred Applicable

[0106] RO 1,a <RO2<RO 1,b

[0107] Here, the above value can also be achieved at least in a local region of the deflection angle β for the angle difference dφ(β).

[0108] Figure 7 An exemplary curve showing the variation of the angle difference dφ(β) with the deflection angle β is shown. The deflection angle is calculated such that when the raceway generatrices L1 and L2 intersect the mirror-symmetric plane S, the positive deflection angle β corresponds to the following side of the ball raceway 6 / 7, in which the direction of the control force of the ball 5 generated in the universal joint extended position (β = 0°) is directed towards that side. In a conventional UF-type fixed universal joint, this is the side with a straight raceway orientation on the open side of the outer component.

[0109] Figure 7 The curve showing the variation of dφ(β) based on the aforementioned β orientation is illustrated, where a large degree of negativity of dφ initially exists in the region of highly negative deflection angle β (β < -40°). From there, the value of dφ increases with increasing deflection angle β, thus varying from a moderately negative range of deflection angle β (-30° < β < -10°) to a positive range of dφ, and then reaching a maximum positive value of dφ in the range of slightly positive deflection angle β (5° < β < 15°).

[0110] As the deflection angle β continues to increase, the value of dφ decreases to 0° on average faster than when it was rising previously, so that the value of dφ remains near 0°, preferably within the range of + / -0.2°, compared to the previously described change curve, during further increases in the deflection angle β.

[0111] and Figure 6 Compared to what is shown, in Figure 7 The angular difference dφ(β) achieved in this method far exceeds the limit achievable even under the most unfavorable tolerance conditions by the traditional Rzeppa type synchronous universal joint 1. However, it should be emphasized that... Figure 7 The variation curve dφ(β) shown is merely an example. In particular, |dφ(β)| can be chosen differently. MaxThe position. Decisively, in the current case, at least for the selected angular range of deflection angle β, a value for dφ greater than 0.3°, preferably from 0.6° to 3°, is achieved.

[0112] Figure 1 The synchronous universal joint 1 shown is designed as a fixed universal joint. However, the same design according to the present invention can be used in a telescopic universal joint.

[0113] also, Figure 1 All raceway pairs in the illustrated embodiments are designed identically. However, the scheme according to the invention can also be selectively applied to individual raceway pairs or selectively applied to groups of raceway pairs. In other words, in the synchronous universal joint 1 according to the invention, raceway pairs with other designs different from those described above can also be provided.

[0114] In addition, Figure 1 In the illustrated embodiment, all raceway pairs open towards the same side. However, it is also possible to apply the solution according to the invention to raceway pairs that open in opposite directions. The solution according to the invention can also be applied, in particular, to opposite raceway systems of reverse-direction universal joints.

[0115] The present invention has been described in detail above with reference to embodiments and other variations. These embodiments and variations serve to demonstrate the implementability of the invention. Even if not explicitly described, individual technical features explained above in the context of other individual features may be implemented independently of or in combination with other individual features, provided it is technically possible. Therefore, the present invention is certainly not limited to the specifically described embodiments, but includes all designs defined by the claims.

[0116] List of reference numerals

[0117] 1. Synchronous universal joint; Universal joint internal components

[0118] 2 Universal joint external components

[0119] 3. Cage frame

[0120] 4. Cage window

[0121] 5 balls

[0122] 6. Ball raceways on the outer components of the universal joint

[0123] 7. Ball raceways on the internal components of the universal joint

[0124] 8. The spherical inner surface of the cage frame

[0125] 9. Cage guide surface on the internal components of the universal joint

[0126] 10. The spherical outer surface of the cage frame

[0127] 11. Cage guide surface on the outer component of the universal joint

[0128] dφ is the difference between the first and second angles.

[0129] a First Curved Section

[0130] b. Second Curved Section

[0131] A reference axis

[0132] A′ Reference axis, displaced

[0133] A1 Longitudinal center axis of the internal components of the universal joint

[0134] A2 Universal Joint External Components Longitudinal Center Axis

[0135] The axial offset of the center of curvature of the curved section of the AK1 raceway busbar L1 relative to the cage center K.

[0136] AK 1,a The axial offset of the center of curvature of the first curved local section of the raceway busbar L1 relative to the cage center K.

[0137] AK 1,b The axial offset of the center of curvature of the second curved local section of the raceway busbar L1 relative to the cage center K

[0138] The curvature center of the curved section of the AK2 raceway busbar L2 is relative to the cage center K or center point O. Figure 4 Or the curvature center K2 of the cage guide relative to the outer component of the universal joint. Figure 5 axial offset

[0139] E Deflection Plane

[0140] K cage center = center between K1 and K2

[0141] K1 universal joint internal components cage guide curvature center

[0142] K2 universal joint outer component cage guide curvature center

[0143] L1 Ball raceway 6 raceway busbar

[0144] L2 ball raceway 7 raceway busbar

[0145] O Intersection (center point)

[0146] PCD1 pitch circle diameter

[0147] PCD2 pitch circle diameter

[0148] R1 Radius of curvature

[0149] R 1,a radius of curvature

[0150] R 1,b radius of curvature

[0151] R2 radius of curvature

[0152] RO 1,a The radial offset of the center of curvature of the first curved local section of the raceway busbar L1 relative to the longitudinal central axis of the universal joint internal components.

[0153] RO 1,b The radial offset of the center of curvature of the second curved local section of the raceway generatrix L1 relative to the longitudinal center axis of the universal joint internal components.

[0154] The radial offset of the center of curvature of the curved section of the RO2 raceway generatrix L2 relative to the longitudinal center axis of the outer component of the universal joint.

[0155] S Universal joint center plane

[0156] T1 tangent

[0157] T2 tangent

[0158] WH Angle Bisector

[0159] β deflection angle

[0160] φ1 The first angle between the tangent T1 and the reference axis A or A′

[0161] The second angle between φ2 tangent T2 and reference axis A or A′

Claims

1. A synchronous universal joint, comprising: The universal joint internal component (1) has a longitudinal central axis (A1) and multiple ball raceways (6) on its outer periphery. The universal joint outer component (2) has a longitudinal central axis (A2) and multiple ball raceways (7) on its inner circumference. Among them, the ball raceway (6) on the inner component (1) of the universal joint and the ball raceway (7) on the outer component (2) of the universal joint respectively constitute a ball raceway pair. Each ball raceway pair (6 / 7) has one ball (5) for transmitting torque, and A cage frame (3), arranged between the inner universal joint component (1) and the outer universal joint component (2) and having a window (4), wherein the ball (5) is accommodated in the window. Its features are, For at least one ball track pair (6 / 7): - The direction of the curve of the center point of the ball (5) guided in the ball raceway (6, 7) defines the corresponding raceway generatrices (L1, L2) of the ball raceway (6, 7) of the universal joint inner component (1) and the universal joint outer component (2) of the raceway pair (6 / 7). - The deflection plane (E) is defined as the plane passing through the center point (O) of the line connecting the minimum distance between the two longitudinal central axes (A1, A2) of the ball track pair (6 / 7), said plane being opened by the direction vectors of said longitudinal central axes (A1, A2). - The plane that passes through the center point (O) and is perpendicular to the deflection plane (E), and bisects the deflection angle (β) between the longitudinal central axes (A1, A2), is defined as the angle bisector plane (WH). - The following plane is defined as the universal joint center plane (S), which is perpendicular to the angle bisector (WH) and whose longitudinal central axes (A1, A2) projected onto the deflection plane (E) are symmetrical with respect to the plane. - The line of intersection between the angle bisector (WH) and the deflection plane (E) is defined as the reference axis (A). - The first tangent (T1) at the intersection of the raceway generatrix (L1) of the ball raceway (6) of the universal joint internal component (1) and the reference axis (A) forms a first angle (φ1) with the reference axis (A), and - The second tangent (T2) at the intersection of the raceway generatrix (L2) of the ball raceway (7) of the outer component (2) of the universal joint and the reference axis (A, A') forms a second angle (φ2) with the reference axis (A, A'). The maximum value of the difference dφ(ß) between the first and second angles (φ1, φ2) of at least one ball track (6, 7) of the ball track pair (6 / 7) and the deflection angle (ß). |dφ(ß)=φ2–φ1| Max It has a value greater than 0.3° to a maximum of 5°.

2. The synchronous universal joint according to claim 1, characterized in that, The maximum value of the difference dφ(ß) between the first and second angles (φ1, φ2) of at least one ball track (6, 7) of the ball track pair (6 / 7) and the deflection angle (ß). |dφ(ß)=φ2–φ1| Max It has values ​​in the range of 0.6° to 3°.

3. The synchronous universal joint according to claim 1 or 2, characterized in that, The raceway generatrices (L1, L2) of the ball raceways (6, 7) on the inner component (1) and / or the outer component (2) of the universal joint have curved sections that transition into straight sections.

4. The synchronous universal joint according to claim 1 or 2, characterized in that, The raceway generatrices (L1, L2) of the ball raceways (6, 7) extend on the inner part (1) of the universal joint in the radial plane of the inner part (1) of the universal joint and / or on the outer part (2) of the universal joint in the radial plane of the outer part (2) of the universal joint.

5. The synchronous universal joint according to claim 1 or 2, characterized in that, The raceway generatrices (L1, L2) of the ball raceways (6, 7) extend at an angle to the radial plane of the inner component (1) of the universal joint and / or to the radial plane of the outer component (2) of the universal joint.

6. The synchronous universal joint according to claim 1 or 2, characterized in that, The raceway generatrix (L1) of the ball raceway (6) on the inner component (1) of the universal joint has local sections (a, b) with different curvatures and / or the raceway generatrix (L2) of the ball raceway (7) on the outer component (2) of the universal joint has local sections (a, b) with different curvatures.

7. The synchronous universal joint according to claim 1 or 2, characterized in that, The curvature centers of the curved local sections of the raceway generatrices (L1, L2) of the ball raceways (6, 7) on the inner component (1) and outer component (2) of the universal joint are radially offset from each other.

8. The synchronous universal joint according to claim 1 or 2, characterized in that, The curvature centers of the curved local sections of the raceway generatrices (L1, L2) of the ball raceways (6, 7) on the inner universal joint component (1) and the outer universal joint component (2) have different axial offsets (AK1, AK2) relative to the cage center (K), wherein the cage center (K) is understood to be the center between the curvature center (K1) of the cage guide portion on the inner universal joint component (1) and the curvature center (K2) of the cage guide portion on the outer universal joint component (2).

9. The synchronous universal joint according to claim 1 or 2, characterized in that, The pitch circle diameter (PCD1) of the inner component (1) of the universal joint is smaller than the pitch circle diameter (PCD2) of the outer component (2) of the universal joint.

10. The synchronous universal joint according to claim 9, characterized in that, The pitch circle diameter (PCD1) of the inner component (1) of the universal joint is 0.990 to 0.999 times the pitch circle diameter (PCD2) of the outer component (2) of the universal joint.

11. The synchronous universal joint according to claim 1 or 2, characterized in that, The axial offset (AK1) of the curvature center of the raceway generatrix (L1) of the ball raceway (6) on the inner component (1) of the universal joint relative to the cage center (K) is smaller than the axial offset (AK2) of the curvature center of the raceway generatrix (L2) of the ball raceway (7) on the outer component (2) of the universal joint relative to the cage center (K).

12. The synchronous universal joint according to claim 1 or 2, characterized in that, The radial offset (RO1) of the curvature center of the raceway generatrix (L1) of the ball raceway (6) on the inner component (1) of the universal joint relative to the corresponding longitudinal central axis (A1) is smaller than the radial offset (RO2) of the curvature center of the raceway generatrix (L2) of the ball raceway (7) on the outer component (2) of the universal joint relative to the corresponding longitudinal central axis (A2).

13. The synchronous universal joint according to claim 1 or 2, characterized in that, The raceway generatrix (L1) of one raceway (6) of the raceway pair (6 / 7) has a first radius of curvature R. 1,a The first curved local segment (a) and the second curvature radius R connected to the first curved local segment. 1,b The second curved local section (b) and the raceway generatrix (L2) of the other raceway (7) of the ball raceway pair (6 / 7) have a radius of curvature R2, wherein: R 1, a < R2 < R 1, b 。 14. The synchronous universal joint according to claim 13, characterized in that, The center of curvature of the first curved local section (a) of the raceway generatrix (L1) on the universal joint inner component (1) is axially offset AK relative to the cage center (K). 1,a , The curvature center of the second curved section (b) of the raceway generatrix (L1) on the universal joint inner component (1) is axially offset AK relative to the cage center (K). 1,b ,and The curvature center of the curved section of the raceway generatrix (L2) on the outer component (2) of the universal joint has an axial offset AK2 relative to the cage center (K), wherein: AND 1, a < AK2 < AK 1, b 。 15. The synchronous universal joint according to claim 13, characterized in that, The center of curvature of the first curved local section (a) of the raceway generatrix (L1) on the universal joint inner component (1) is radially offset RO relative to the cage center (K). 1,a , The curvature center of the second curved local section (b) of the raceway generatrix (L1) on the universal joint inner component (1) is radially offset RO relative to the cage center (K). 1,b ,and The curvature center of the curved local section of the raceway generatrix (L2) on the outer component (2) of the universal joint has a radial offset RO2 relative to the cage center (K), wherein: RO 1, a < RO2 < RO 1, b 。 16. The synchronous universal joint according to claim 1 or 2, characterized in that, The curve of the difference (dφ(ß)) first has a highly negative value in the large negative range of the deflection angle (ß < -40°) and then increases as the deflection angle (ß) increases. The deflection angle (ß) is calculated such that when the raceway generatrices (L1, L2) intersect the universal joint center plane (S), a positive deflection angle (ß) corresponds to the following side of the ball raceway (6, 7), in which the direction of the control force of the ball (5) generated in the universal joint extended position (ß=0°) is toward that side. and, The curve of the difference (dφ(ß)) changing within the moderately negative range of the deflection angle (-30° < ß < -10°) becomes positive, and then reaches the maximum positive value of the difference (dφ(ß)) within a small positive range of the deflection angle (5° < ß < 15°), and / or As the deflection angle continues to increase, the curve of the difference (dφ(ß)) decreases from the small positive range of the deflection angle (5°<ß<15°) to 0° on average more quickly than before, so as to maintain a maximum value of + / - 0.2° during further increases in the deflection angle (ß).

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