Automotive drive shaft device

Abstract

The drive shaft device (1) of the motor vehicle (2) comprises at least a first tripod joint (3) having a first outer portion (4) and a first inner portion (6) including three first trunnions (8) having a first trunnion axis (9); a second sliding joint (10) having a second outer portion (11) and a second inner portion (13); and a connecting shaft (17) extending along an axial direction (18) between a first end (19) and a second end (20), the connecting shaft (17) being connected to the first tripod joint (3) via the first end (19) to transmit torque and connected to the second sliding joint (10) via the second end (20) to transmit torque. The trunnion axis (9, 40) of at least the first trunnion (8) is inclined at a first inclination angle (29) relative to the radial direction (25), the first inclination angle (29) being greater than zero degrees.

Description

[Technical Field]

[0001] The present invention relates to a drive shaft device for an automobile. The drive shaft device includes at least a first tripod joint, a second sliding joint (second tripod joint), and a connecting shaft extending along an axial direction between a first end and a second end. The connecting shaft is connected to the first tripod joint via the first end so as to transmit torque, and is connected to the second sliding joint (or tripod joint) via the second end so as to transmit torque.

[0002] The principle of a tripod joint is known. The tripod joint includes an outer part having a first rotation axis and an inner part having a second rotation axis and three trunnions. The outer part has a receptacle for the inner part and three raceways. The receptacle extends along the first rotation axis. The three raceways extend along the first rotation axis and are distributed circumferentially. The inner part has a central body extending along the second rotation axis and three trunnions distributed circumferentially. Each trunnion has a trunnion axis and extends at least radially from the central body. A roller body is disposed on each trunnion, and its inner peripheral surface contacts the trunnion and its outer peripheral surface contacts the raceway.

[0003] The inner portion is displaceable relative to the outer portion along a first axis of rotation, and during this displacement the roller elements roll within the raceways.

[0004] At least the first tripod joint is a so-called GI joint. In a GI joint, the rolling elements are constituted by an annular body forming the outer circumferential surface, which is directly attached to the trunnion by the rolling elements forming the inner circumferential surface. It is also possible to attach the roller elements directly to the trunnion. In this case, the annular body forms the outer circumferential surface on one side and the inner circumferential surface on the other side, i.e., no rolling elements are provided in this case.

[0005] In particular, the outer peripheral surface extends coaxially with the roller body axis, and the roller body axis and the trunnion axis can be inclined relative to each other by up to 3 degrees.

[0006] In the case of a GI joint, the roller bodies are also inclined relative to the raceway or outer joint by the trunnion or inner joint.

[0007] In contrast, the roller elements of so-called AAR joints are composed of, for example, an outer ring having an outer circumferential surface, an inner ring having an inner circumferential surface, and rolling elements arranged therebetween, which means that the inner ring can rotate at least relative to the outer ring.

[0008] In an AAR joint, the roller body is tiltable relative to the trunnion, so it cannot tilt within the raceway and can only rotate.

[0009] The properties of a tripod joint are defined in particular by the so-called ACFG value (Axial Cyclic Force Generation, unwanted forces generated by the joint acting in the axial direction, also called axial force). This value is expressed as the root mean square of the force and has the unit Newton root mean square (Nrms). This value varies in particular as a function of the deflection angle of the joint. The progression of this value as a function of the deflection angle can thus be defined or determined for each joint. The range of use of the joint is therefore limited by the maximum deflection angle at which the ACFG value does not exceed the permissible range. This ACFG value can be particularly high in the case of GI joints due to the inclination of the roller bodies relative to the outer joint or raceway.

[0010] US Pat. No. 5,699,499 and US Pat. No. 5,699,499 describe tripod joints in which the trunnion axis is tilted relative to the radial direction, with the aim of reducing periodic axial forces that occur when the joint is deflected.

[0011] In motor vehicles, drive shaft arrangements are used, inter alia, to transmit torque from the drive unit to the wheels. Drive shaft arrangements for front-wheel drive, rear-wheel drive, and all-wheel drive motor vehicles are known. To coordinate the movement of the wheels relative to components connected to the vehicle body, the drive shaft arrangement comprises a constant velocity universal joint or tripod joint and a connecting shaft. The connecting shaft extends transversely to the longitudinal axis of the vehicle and essentially parallel to at least one of the front and rear axles of the vehicle (transverse shaft arrangement). In particular, each drive wheel has its own drive shaft arrangement. The connecting shaft may also be used to transmit torque in the longitudinal direction of the vehicle (longitudinal shaft arrangement).

[0012] As drive units, internal combustion engines, electric drives, or fuel cell drives are commonly used. So-called hybrid drives, i.e., combinations of the above drive units, may also be used. The driveshaft arrangement usually extends from the gearbox / transmission or differential towards one of the wheels. The gearbox or differential is connected to the connecting shaft by a constant velocity joint or tripod joint on the differential / transmission side. This connecting shaft is connected to the wheels by a constant velocity joint or tripod joint on the wheel side. This constant velocity joint / tripod joint configuration allows torque to be transmitted even when the wheels turn relative to the differential / transmission. Axial misalignment of the connecting shaft can be accommodated by a sliding constant velocity joint or tripod joint. If a sliding joint or tripod joint is located on both sides of the connecting shaft, the connecting shaft is said to be "floating."

[0013] DE 10 2004 014 143 A1 discloses various configurations of sliding joints in drive shaft arrangements with floating connecting shafts.

[0014] In particular, if the second sliding joint is not designed as a tripod joint, it can be designed, for example, as a sliding constant velocity ball joint, as described in Patent Document 3. In a sliding constant velocity ball joint, the outer part and the inner part each have ball tracks which form track pairs with each other. Balls are arranged in each track pair.

[0015] During operation of the drive shaft arrangement, different cyclic axial forces arise from the individual sliding joints and act on the floating connecting shaft. The cyclic axial forces generated by the sliding joints depend not only on their design as, for example, a tripod joint, a GI joint or an AAR joint, but also on factors such as, among others, the torque, the deflection angle (i.e., the angle between the rotation axis of the inner part and the rotation axis of the outer part of each joint), the rotational position (phase position) of each joint, and the direction of power flow (i.e., from the outer part to the inner part or from the inner part to the outer part).

[0016] The superposition of these different periodic axial forces of the sliding joints results in a periodic axial force on the connecting shaft, which in turn results in a periodic axial movement of the connecting shaft in the axial direction.

[0017] Such periodic movement of the connecting shaft in the axial direction can give rise to the following problems in particular: · Undesirable noise generation, especially due to resonance of the spring-mass system of the connecting shaft; · The occurrence of fatigue fractures in rolling bellows or convoluted bellows joints; - abutment of the inner part at the bottom of the outer part of the joint; The elastic element for positively positioning the connecting shaft in the axial direction must be able to center the connecting shaft in the axial direction between the joints. [Prior art documents] [Patent documents]

[0018] [Patent Document 1] International Publication No. 95 / 012767 [Patent Document 2] International Publication No. 97 / 002438 [Patent Document 3] International Publication No. 2021 / 115817 Summary of the Invention [Problem to be solved by the invention]

[0019] The object of the present invention is to at least partially solve the problems described in relation to the prior art, in particular to propose a drive shaft arrangement in which the cyclic axial forces on the connecting shaft caused by the superposition of the cyclic axial forces of the individual joints are minimized as much as possible.

[0020] A drive shaft arrangement having the features of claim 1 contributes to solving the above-mentioned problem. Advantageous further developments are the subject of the dependent claims. The features recited in the claims can be combined in any technically feasible manner and may be supplemented by the details of the illustrative technical content and figures of this specification, which disclose further embodiments of the invention.

[0021] The following drive shaft device for an automobile is proposed. a first outer portion having a first axis of rotation; a first inner portion having a second axis of rotation, the first inner portion having three first trunnions having first trunnion axes; a first (GI) tripod joint including: a second outer portion having a third axis of rotation; a second inner portion having a fourth axis of rotation; a second sliding joint (preferably a second tripod joint) including: a connecting shaft extending along an axial direction between a first end and a second end, the connecting shaft being connectable or connected to the first tripod joint via the first end to transmit torque and connectable or connected to the second sliding joint via the second end to transmit torque; A drive shaft device comprising at least:

[0022] At least the first outer portion includes a receptacle for the first inner portion and three raceways, the receptacle extending along the first axis of rotation, and the three raceways extending along the first axis of rotation and distributed circumferentially (each offset 120 degrees from the others).

[0023] At least the first inner portion includes a central body extending along the second axis of rotation and three first trunnions, each having a first trunnion axis, circumferentially distributed (120 degrees offset from one another), and extending from the central body in at least a radial direction perpendicular to the second axis of rotation of the inner portion.

[0024] A roller body is disposed on each first trunnion. The roller body contacts the first trunnion at its inner peripheral surface and contacts the raceway at its outer peripheral surface extending about the roller body axis. In particular, the outer peripheral surface (or a part thereof) extends coaxially with the roller body axis. In particular, the roller body axis and the first trunnion axis can be inclined relative to each other by up to 3 degrees, preferably up to 1 degree.

[0025] Therefore, at least the first tripod joint is a so-called GI joint. In a GI joint, the roller elements are formed by an annular body that is mounted directly on the trunnion and forms the outer peripheral surface, with rolling elements forming the inner peripheral surface. Alternatively, the roller elements can be mounted directly on the trunnion, in which case the annular body forms the inner peripheral surface on one side and the outer peripheral surface on the other side. In other words, in this case, no rolling elements are provided.

[0026] In a GI joint, the roller element is tilted by the trunnion or inner joint part relative to the raceway or outer joint part. The roller element can be tilted only slightly (less than 3 degrees or less than 1 degree) relative to the trunnion axis.

[0027] In the drive shaft device, the trunnion axis of the first trunnion (or the trunnion axis of the second trunnion if the second joint is also a tripod joint) is inclined at an inclination angle greater than zero degrees relative to the radial direction.

[0028] In particular, for floating drive shaft arrangements in which at least one sliding joint is designed as a GI tripod joint, it has been shown that the inclined trunnion axis can further reduce the axial forces occurring during operation. It has also been shown that for certain designs of drive shaft arrangements, further reductions in axial forces can be achieved.

[0029] The drive shaft arrangement in particular comprises a set of a first (GI) tripod joint and a second sliding joint (preferably designed as a tripod joint, particularly preferably as a GI tripod joint), and a connecting shaft, and the design of these components allows the joints to be connected (directly or indirectly) by a connecting shaft (kit) so as to transmit torque. The drive shaft arrangement in particular comprises a first tripod joint, a second sliding joint (preferably designed as a tripod joint), and a connecting shaft, whereby the joints are connected (directly or indirectly) so as to transmit torque (in the assembled or mounted state). Each joint is a sliding joint, i.e. the inner part is slidable relative to the outer part along the rotation axis of the outer part.

[0030] In particular, the second sliding joint can be designed as a sliding constant velocity ball joint, as described for example in patent document 3. In a sliding constant velocity ball joint, the outer part and the inner part each have ball tracks which form track pairs with each other. A ball is arranged in each track pair.

[0031] The joint of the drive shaft arrangement is a sliding joint, i.e., the inner part is able to slide axially relative to the outer part. The sliding distance is at least 3.0 mm (millimeters) in each direction, starting from the position of the inner and outer parts where the rolling elements (balls or rollers) of the joint are in the mid-plane of the joint. The total distance is therefore at least 6.0 mm. In particular, the total distance is at least 10.0 mm.

[0032] In particular, the second sliding joint is a second tripod joint; The second tripod joint is a second outer portion having a third axis of rotation; a second inner portion having a fourth axis of rotation, the second inner portion having three second trunnions having second trunnion axes;

[0033] The connecting shaft extends along the axial direction between the first end and the second end and is connectable or connected to the first tripod joint via the first end to transmit torque, and connectable or connected to the second tripod joint via the second end to transmit torque.

[0034] Like the first outer part, the second outer part also includes a receptacle for the second inner part and three raceways. The receptacle extends along the third axis of rotation. The three raceways extend along the axis of rotation and are circumferentially distributed (120 degrees offset from one another).

[0035] Like the first inner section, the second inner section also includes a central body extending along a fourth axis of rotation and three second trunnions, each having a second trunnion axis, that are circumferentially distributed (120 degrees offset from one another) and extend from the central body along at least a radial direction that extends perpendicular to the fourth axis of rotation of the second inner section.

[0036] A roller body is disposed on each second trunnion, and the roller body contacts the second trunnion on its inner peripheral surface and contacts the raceway on its outer peripheral surface.

[0037] The second tripod joint can be designed as, for example, an AAR tripod joint or a GI tripod joint. However, in particular, the second tripod joint is a GI tripod joint, and a roller body is arranged on each second trunnion, and the roller body contacts the second trunnion on its inner peripheral surface and contacts the raceway on its outer peripheral surface extending around the roller body axis. In particular, the outer peripheral surface (or a part thereof) extends coaxially with the roller body axis. In particular, the roller body axis and the second trunnion axis can be inclined relative to each other by up to 3 degrees, preferably up to 1 degree.

[0038] In the drive shaft device, at least the trunnion axis of the first trunnion or the second trunnion (or both trunnions) is inclined at a certain inclination angle relative to the radial direction, and the absolute value of the inclination angle is greater than zero degrees.

[0039] At least one tripod joint in the drive shaft device is designed so that the trunnion axes of the trunnions are inclined at a certain inclination angle relative to the radial direction, and the inclination angles of all the trunnion axes of the tripod joint are the same.

[0040] The tilt angle is defined in particular between the trunnion axis and a radial direction extending perpendicular to the axis of rotation of the inner part, and typically this tilt angle is zero degrees.

[0041] In particular, the tilt angle is determined (only) in a plane containing the rotation axis of the inner part, the absolute value of the tilt angle being 2 to 10 degrees, in particular 3 to 9 degrees, preferably 4 to 8 degrees. In particular, the position of the trunnion axis may deviate slightly from the aforementioned plane, for example by a maximum of 5 degrees, preferably by a maximum of 2 degrees, particularly preferably by a maximum of 1 degree.

[0042] In particular, the first trunnion axis is inclined at a first tilt angle and the second trunnion axis is inclined at a second tilt angle relative to the radial direction, i.e., the absolute value of the tilt angle is greater than zero degrees.

[0043] In particular, when the tilt angle is positive, the trunnion axis extends from the centerbody toward one of the tripod joints.

[0044] In particular, when the tilt angle is negative, the trunnion axis extends away from the centerbody and away from one of the tripod joints.

[0045] In particular, the first tilt angle has a positive value and the second tilt angle has a negative value, or all tilt angles have positive or negative values, and in either case, the tilt angles are not zero degrees.

[0046] In particular, the first tilt angle and the second tilt angle may have the same absolute value or may have different absolute values.

[0047] In particular, the first tripod joint has a first phase angle relative to the circumferential direction, which is determined by the first trunnion axis, and the second sliding joint (or second tripod joint) has a second phase angle determined by the second trunnion axis. In particular, the joints are arranged at offset phase angles relative to one another in the circumferential direction in the drive shaft arrangement or in the connecting shaft.

[0048] In particular, the phase difference of the phase angle is 150 to 210 degrees, preferably 160 to 200 degrees, and in particular, the phase difference of the phase angle is 180 degrees (maximum deviation of 2 degrees as tolerance).

[0049] Each joint of the drive shaft arrangement may have, in particular, a predetermined phase angle (rotational position or angle, from zero to 360 degrees). The phase angle is determined by the position of the roller elements (or balls) or raceways in the circumferential direction. The phase angle is the same for the outer and inner parts of the joint, because these outer and inner parts are arranged to conform to the roller elements in the circumferential direction. In particular, if the joints have different phase angles (and the deflection angles of the rotation axes of the inner and outer parts are greater than zero), different periodic axial forces will be generated. For example, for joints of the same structure, if the same joints are arranged in the circumferential direction in the same way (i.e., the rotation axes and the axial direction are coaxial, and the raceways or roller elements (or balls) are axially aligned with each other), the phase angles of the joints will be the same.

[0050] In particular, friction between the roller bodies (balls) and the raceway generates a periodic axial force that varies with each 360° rotation of the joint about its axis of rotation. Friction depends, among other things, on the joint design, the applied torque, the rotational speed, and the deflection angle.

[0051] In particular, large periodic axial forces occur in GI tripod joints. However, the use of such GI tripod joints is desirable because they are inexpensive to manufacture. The drive shaft device described herein can effectively reduce the periodic axial forces that occur during operation.

[0052] In particular, each joint has a predetermined phase angle between its outer and inner parts relative to the circumferential direction, and the first phase angle of the first joint and the second phase angle of the second joint are set so that the periodic axial forces occurring at each joint and acting on the connecting shaft during operation of the drive shaft arrangement cancel each other as much as possible.

[0053] The phase angle of the joint of the drive shaft arrangement does not change during operation of the drive shaft arrangement but is permanently fixed. In particular, the phase angle can only be set within a certain tolerance range. This tolerance range can be, for example, due to splines between the connecting shaft and the joint parts connected to both ends of the connecting shaft. In this case, the joint parts arranged at the ends of the connecting shaft can be arranged with a rotational offset of at least one spline tooth relative to the connecting shaft.

[0054] When the phase angle difference is 180 degrees, the first trunnion axis extends vertically upward (zero degree position) and the second trunnion axis extends vertically downward. In other words, if both joints are designed as tripod joints, the trunnion axes of the two tripod joints rotate by 60 degrees relative to each other.

[0055] In particular, the first tripod joint and the second tripod joint are arranged in the drive shaft arrangement in the same orientation, and the connecting shaft is connected at one end to one of the outer parts and at the other end to one of the inner parts.

[0056] In particular, the first tripod joint and the second tripod joint are arranged in different orientations in the drive shaft device, so that the connecting shaft is connected to the outer portion at both ends or to the inner portion at both ends.

[0057] Preferably, both tripod joints are arranged in the same way on the connecting shaft, e.g., power flows from the first outer part through the first inner part to the connecting shaft and through the second outer part to the second inner part, or from the first inner part through the first outer part to the connecting shaft and through the second outer part to the second inner part.

[0058] The connecting shafts in particular extend transversely to the longitudinal axis of the vehicle and essentially parallel to the front and / or rear axles of the vehicle (transverse shaft arrangements). In particular, each drive wheel has its own drive shaft arrangement. The connecting shafts may also be used to transmit torque in the longitudinal direction of the vehicle (longitudinal shaft arrangements).

[0059] The drive shaft arrangement is therefore in particular a longitudinal shaft arrangement or a transverse shaft arrangement. As a transverse shaft arrangement, the drive shaft arrangement is particularly suitable for a rear axle which has a smaller steering angle than the front axle.

[0060] In particular, the connecting shaft is axially positioned between the joints by at least one elastic element, in particular the connecting shaft is connectable or connected axially to at least one of the (tripod) joints by at least one elastic element.

[0061] The elastic element may for example be a spring arranged inside the joint between the inner and outer parts, alternatively or additionally the elastic element may be realised by a sealing element such as a thermoplastic sealing element, for example a rolling bellows or a (diaphragm) folding bellows.

[0062] The connecting shaft is displaceable along an axial direction relative to the at least one (tripod) joint by elastic deformation of the at least one elastic element.

[0063] Furthermore, a motor vehicle is proposed which comprises at least one drive unit and a plurality of wheels, at least one of which can be driven via the drive unit, and at least the drive shaft arrangement described above is arranged between the drive unit and at least one of the wheels.

[0064] In particular, each wheel can be driven by at least one drive unit, and in particular each wheel is torque-connected to at least one drive unit via one of the drive shaft arrangements.

[0065] Any description of a drive shaft arrangement is particularly applicable to a motor vehicle and vice versa.

[0066] As a reminder, ordinal numbers ("first," "second," etc.) used herein are primarily intended to distinguish between several similar objects, sizes, or steps; that is, in particular, these ordinal numbers do not necessarily define any dependency or ordering of these objects, sizes, or steps relative to one another. Where a dependency or ordering is necessary, this will either be explicitly stated herein or will become apparent to those skilled in the art upon inspection of the actually described configuration. Where an element can occur more than once ("at least one"), a description of one of those elements may, but need not, apply equally to all or some of those elements.

[0067] In particular, in the claims and in the restatements of these claims, the indefinite articles ("ein", "eine", "einer", "eines") are intended to be understood as such, rather than as numerals, and therefore the correspondingly introduced terms and elements are intended to be understood as occurring at least once, but in particular as possibly occurring several times.

[0068] The present invention and technical background will be described in more detail below with reference to the accompanying drawings. It should be noted that the present invention is not intended to be limited by the detailed embodiments. Unless otherwise specified, it is possible to extract partial features of the technical contents illustrated in the drawings and combine them with other components and the knowledge of this specification. It should be noted that the drawings and the ratios illustrated are merely schematic. [Brief explanation of the drawings]

[0069] [Figure 1] 1 is a partial cross-sectional view of a known deflection GI tripod joint taken along a first axis of rotation; FIG. [Figure 2] FIG. 1 is a side cross-sectional view of another known GI tripod joint. [Figure 3] A diagram of a car. [Figure 4] 1 shows various designs of drive shaft arrangements in automobiles. [Figure 5] The phase positions of the drive shaft arrangement and joints are shown. [Figure 6] 6 shows the course of the cyclic axial forces occurring in the drive shaft arrangement according to FIG. 5. [Figure 7] 1 shows a drive shaft device. [Figure 8] 8 shows the course of the periodic axial force occurring in the drive shaft arrangement according to FIG. 7. [Figure 9] FIG. 1 is a partial side cross-sectional view of the inner part of a GI tripod joint. [Figure 10]10 shows the inner part according to FIG. 9, with the trunnion cut away and with the roller bodies. [Figure 11] FIG. 1 is a side cross-sectional view of a GI tripod joint.

[0070] Figure 1 shows a partial cross-section of a known deflection GI tripod joint 3 along a first axis of rotation 5. Figure 2 shows a side cross-section of another known GI tripod joint 3 (in a straight configuration, i.e., a deflection angle 37 of zero degrees). Figures 1 and 2 will now be described.

[0071] The tripod joint 3 comprises an outer part 4 having a first axis of rotation 5 and an inner part 6 having a second axis of rotation 7, the inner part 6 including three trunnions 8. The outer part 4 includes a receptacle 21 for the inner part 6 and three raceways 23. The receptacle 21 extends along the first axis of rotation 5. The three raceways 23 extend along the first axis of rotation 5 and are distributed in a circumferential direction 22. The inner part 6 includes a central body 24 extending along the second axis of rotation 7 and three trunnions 8, each having a trunnion axis 9. The three trunnions are distributed in a circumferential direction 22 and extend only radially 25 from the central body 24. A roller body 26 is disposed on each trunnion 8, and each roller body 26 contacts the trunnion 8 at its inner peripheral surface 27 and contacts each raceway 23 at its outer peripheral surface 28.

[0072] The tripod joint 3 is a so-called GI joint, and includes roller bodies 26 formed of an annular body that forms an outer peripheral surface 28, and the roller bodies 26 are directly attached to the trunnions 8 by rolling elements that form inner peripheral surfaces 27. The outer peripheral surfaces 28 extend coaxially with the roller body axes 40, and the roller body axes 40 and each trunnion axis 9 can be inclined relative to each other by a maximum of 3 degrees (zero degrees is shown here).

[0073] In a GI joint, the roller body 26 is inclined by the trunnion 8 or inner section 6 relative to the raceway 23 or outer section 4 .

[0074] In FIG. 2, only the deflection angle 37 between the first axis of rotation 5 and the second axis of rotation 7, which is only shown in FIG.

[0075] Figure 3 shows a motor vehicle 2 with a drive shaft arrangement 1. The drive shaft arrangement 1 is designed as a transverse shaft arrangement.

[0076] The drive shaft device 1 extends from the differential 38 toward the wheels 35. The differential 38 is connected to the drive unit 34 via the drive shaft shown in the figure. The differential 38 is connected to the connecting shaft 17 via a first tripod joint 3 on the differential side. This connecting shaft 17 is connected to the wheels 35 via a second tripod joint 10 on the wheel side. This configuration of the joints 3, 10 makes it possible to transmit torque even when the wheels 35 turn relative to the differential 38. The displacement of the connecting shaft 17 in the axial direction 18 can be adjusted by the tripod joints 3, 10. By arranging the tripod joints 3, 10 on both sides of the connecting shaft 17, the connecting shaft 17 can be arranged in a floating state (i.e., it can be displaced in the axial direction 18 via both joints 3, 10).

[0077] The second outer part 11 of the second tripod joint 10 on the wheel side is connected to the second connecting shaft and transmits torque to the wheels 35. The first connecting shaft is connected to the first outer part 4 of the first tripod joint 3 on the differential side and transmits torque of the first connecting shaft to the connecting shaft 17.

[0078] In this way, power passing through the drive shaft device 1 having the joints 3, 10 arranged in different ways starts from the first outer part 4 of the first tripod joint 3, flows through the first inner part 6 to the connecting shaft 17, and then flows through the second inner part 13 of the second tripod joint 10 to the second outer part 11.

[0079] The connecting shaft 17 is positioned in the axial direction 18 by the respective elastic elements 33 between the tripod joints 3,10.

[0080] 4 shows various configurations of the drive shaft device 1 in the automobile 2. The explanations regarding FIGS. 1 to 3 are incorporated herein.

[0081] In the configuration of the central portion, the first tripod joint 3 and the second tripod joint 10 are arranged in the drive shaft device 1 in the same orientation, so that the connecting shaft 17 is connected to one of the outer parts 4, 11 at one of its ends 19, 20, and to one of the inner parts 6, 13 at one of its ends 19, 20.

[0082] In the upper and lower configurations, the first tripod joint 3 and the second tripod joint 10 are arranged in different orientations in the drive shaft device 1, so that the connecting shaft 17 is connected at both ends 19, 20 to the outer parts 4, 11 (lower configuration) or at both ends 19, 20 to the inner parts 6, 13 (upper configuration).

[0083] 5 shows phase positions 31 and 32 of the drive shaft device 1 and the tripod joints 3 and 10. The explanations regarding FIGS. 1 to 4 are incorporated herein.

[0084] The rotation axes 5, 7, 12, 14 of the individual tripod joints 3, 10 are each deflected by a deflection angle 37.

[0085] The first tripod joint 3 has a first phase angle 31 defined by the first trunnion axis 9 relative to the circumferential direction 22, and the second tripod joint 10 has a second phase angle 32 defined by the second trunnion axis 16. The tripod joints 3, 10 are arranged in the drive shaft arrangement 1 or on the connecting shaft 17 at phase angles 31, 32 that are 180 degrees offset from each other in the circumferential direction 22.

[0086] The phase angles 31, 32 are determined by the positions of the trunnion axes 9, 16 or the roller elements 26 and the raceways 23 relative to the circumferential direction 22. In this case, the phase angles 31, 32 are the same for the outer parts 4, 11 and the inner parts 6, 13 of the tripod joints 3, 10, respectively, because the inner and outer parts are conformally arranged with each other in the circumferential direction 22 via the roller elements 26.

[0087] The first phase angle 31 of the first tripod joint 3 is zero degrees. The second phase angle 32 of the second tripod joint 10 is 180 degrees. Therefore, the phase difference between the phase angles 31, 32 is 180 degrees. Therefore, here, the first trunnion axis 9 extends vertically upward (angular position is zero degrees), and the second trunnion axis 16 extends vertically downward. In other words, the trunnion axes 9, 16 of the two tripod joints 3, 10 are rotated by 60 degrees relative to each other.

[0088] Figure 6 shows the course 39 of the periodic axial force 36 occurring in the drive shaft arrangement 1 according to Figure 5. The horizontal axis of the diagram shows the deflection angle 37 in degrees. The vertical axis of the diagram shows the axial force 36 in units of Newton root mean square [Nrms].

[0089] It can be seen that the axial force 36 generated increases steadily with increasing deflection angle 37.

[0090] Fig. 7 shows the drive shaft device 1. The explanations regarding Figs. 1 to 6 are incorporated herein.

[0091] The drive shaft device 1 includes a first GI tripod joint 3. The first GI tripod joint 3 includes a first outer part 4 having a first axis of rotation 5 and a first inner part 6 having a second axis of rotation 7, the first inner part 6 including three first trunnions 8 having first trunnion axes 9.

[0092] The drive shaft device 1 further includes a second GI tripod joint 10. The second GI tripod joint 10 includes a second outer part 11 having a third rotation axis 12 and a second inner part 13 having a fourth rotation axis 14 and including three second trunnions 15 having second trunnion axes 16.

[0093] The drive shaft device 1 further includes a connecting shaft 17. The connecting shaft 17 extends along an axial direction 18 between a first end 19 and a second end 20, and is connected to the first tripod joint 3 via the first end 19 so as to transmit torque, and is connected to the second tripod joint 10 via the second end 20 so as to transmit torque.

[0094] Each of the outer parts 4, 11 includes a receptacle 21 for the inner parts 6, 13 and three raceways 23. The receptacle 21 extends along the rotation axes 5, 12. The three raceways 23 extend along the rotation axes 5, 12, respectively, and are distributed in the circumferential direction 22 (120° offset from each other).

[0095] Each inner section 6, 13 includes a central body 24 and three trunnions 8, 15. The central body 24 extends along a rotation axis 7, 14, respectively, and has a trunnion axis 9, 16, respectively. The three trunnions 8, 15 are distributed along a circumferential direction 22 (offset 120 degrees relative to each other) and extend from the central body 24 along at least a radial direction 25, which extends perpendicular to the rotation axes 7, 14 of the inner sections 6, 13.

[0096] A roller body 26 is disposed on each trunnion 8, 15, and each roller body 26 contacts the trunnion 8, 15 at its inner peripheral surface 27 and contacts each raceway 23 at its outer peripheral surface 28.

[0097] The tripod joints 3, 10 are each designed as a so-called GI joint. In the tripod joints 3, 10, the roller elements 26 are formed by an annular body that forms an outer peripheral surface 28, and the roller elements 26 are directly mounted on the trunnions 8, 15 via rolling elements that form an inner peripheral surface 27. The outer peripheral surface 28 extends coaxially with a roller element axis 40, and the roller element axis 40 and the respective trunnion axes 9, 16 can be inclined relative to each other by up to 3 degrees (zero degrees is shown here).

[0098] In a GI joint, the roller body 26 is also tilted relative to the raceway 23 or outer section 4,11 by the trunnion 8,15 or inner section 6,13.

[0099] In the drive shaft device 1, the first trunnion axis 9 of the first trunnion 8 and the second trunnion axis 16 of the second trunnion 15 are inclined with respect to the radial direction 25 at inclination angles 29, 30 whose absolute values ​​are greater than zero degrees. The inclination angles 29, 30 of all the trunnion axes 9, 16 of the tripod joints 3, 10 are the same, respectively.

[0100] The tilt angles 29,30 are defined between the trunnion axes 9,16 and a radial direction 25 extending perpendicular to the rotation axes 7,14 of the inner parts 6,13.

[0101] The tilt angles 29, 30 are defined only in the plane containing the rotation axes 7, 14 of the inner parts 6, 13, respectively. The absolute value of the tilt angles 29, 30 is approximately 5 degrees.

[0102] The first trunnion axis 9 is inclined at a first inclination angle 29 relative to the radial direction 25, and the second trunnion axis 16 is inclined at a second inclination angle 30 relative to the radial direction 25. In other words, it can be said that the absolute values ​​of the inclination angles 29 and 30 are each greater than zero degrees.

[0103] When the tilt angles 29, 30 are positive, the trunnion axes 9, 16 are tilted from the central body 24 towards one of the tripod joints 3, 10 (here, at the first tripod joint 3).

[0104] If the tilt angles 29, 30 are negative, the trunnion axes 9, 16 tilt from the central body 24 away from one of the tripod joints 3, 10 (here, at the second tripod joint 10).

[0105] Therefore, the first tilt angle 29 is a positive value and the second tilt angle 30 is a negative value.

[0106] The absolute values ​​of the first tilt angle 29 and the second tilt angle 30 are equal.

[0107] The first phase angle 31 of the first tripod joint 3 is zero degrees. The second phase angle 32 of the second tripod joint 10 is 180 degrees. Therefore, the phase difference between the phase angles 31 and 32 is 180 degrees.

[0108] Figure 8 shows the course 39 of the periodic axial force 36 occurring in the drive shaft arrangement 1 according to Figure 7. On the horizontal axis of the diagram, the deflection angle 37 is plotted in degrees. On the vertical axis of the diagram, the axial force 36 is plotted in Newton root mean square [Nrms].

[0109] It can be seen that the generated axial force 36 remains approximately constant with increasing deflection angle 37. The generated axial force 36 is significantly lower at larger deflection angles 37 than in the case of the known drive shaft arrangement 1 (see FIG. 6).

[0110] Figure 9 is a partial side cross-sectional view of the inner part 6 of the GI tripod joint 3. Figure 10 shows the inner part 6 according to Figure 9, with the trunnions 8 cut away, and the inner part 6 having the roller bodies 26. Figure 11 is a side cross-sectional view of the GI tripod joint 3. Figures 9 to 11 will be explained together below. The explanations regarding Figures 1 to 8 are incorporated herein by reference.

[0111] The inner part 6 comprises a central body 24 extending along the second axis of rotation 7 and three trunnions 8, each having a trunnion axis 9. The three trunnions 8 are distributed in a circumferential direction 22 (offset by 120 degrees relative to one another) and extend from the central body 24 along at least a radial direction 25, which extends perpendicular to the axis of rotation 7 of the inner part 6.

[0112] A roller body 26 is disposed on each trunnion 8, and the roller body 26 contacts the trunnion 8, 15 at an inner peripheral surface 27 and contacts the corresponding raceway 23 at an outer peripheral surface 28.

[0113] The tripod joint 3 is designed as a so-called GI joint, and the roller body 26 is formed by an annular body forming an outer peripheral surface 28, and is directly mounted on the trunnion 8 via rolling elements forming an inner peripheral surface 27. The outer peripheral surface 28 extends coaxially with the roller body axis 40, and the roller body axis 40 and the trunnion axis 9 can be tilted relative to each other by up to 3 degrees (here, zero degrees).

[0114] In a GI joint, the roller body 26 is tilted relative to the raceway 23 or outer section 4 by the trunnion 8 or inner section 6 .

[0115] The trunnion axis 9 of the trunnion 8 is inclined with respect to the radial direction 25 at an inclination angle 29 whose absolute value is greater than zero degrees. The inclination angles 29 of all the trunnion axes 9, 16 of the tripod joint 3 are the same.

[0116] An inclination angle 29 is defined between the trunnion axis 9 and a radial direction 25 perpendicular to the rotation axis 7 of the inner part 6 .

[0117] The tilt angle 29 is defined only in a plane containing the axis of rotation 7 of the inner part 6. The absolute value of the tilt angle 29 is approximately 5 degrees. [Explanation of symbols]

[0118] 1 Drive shaft device 2. Automobiles 3 First tripod joint 4 First outer part 5 First rotation axis 6 1st inner part 7 Second rotation axis 8. First Trunnion 9 First trunnion axis 10 Second sliding tripod joint 11 Second outer part 12 Third rotation axis 13 Second inner part 14 Fourth axis of rotation 15 Second trunnion 16 Second trunnion axis 17 Connecting shaft 18 Axial direction 19 1st end 20 2nd end 21 Receptacle 22 Circumferential direction 23 Raceway 24 Central body 25 Radial 26 Roller body 27 Inner surface 28 Outer surface 29 1st slope angle 30 Second slope angle 31 1st phase angle 32 2nd phase angle 33 elements 34 Drive unit 35 wheels 36 Axial force 37 Deflection angle 38 Differential 39 Trends 40 Roller body axis

Claims

1. A drive shaft device (1) for a motor vehicle (2), comprising: The drive shaft device (1) comprises: a first outer part (4) having a first axis of rotation (5); a first inner part (6) having a second axis of rotation (7), the first inner part (6) having three first trunnions (8) each having a first trunnion axis (9); a first tripod joint (3) including: a second outer part (11) having a third axis of rotation (12); a second inner part (13) having a fourth axis of rotation (14), the second inner part (13) being displaceable along the third axis of rotation (12) relative to the second outer part (11); a second sliding joint (10) including a connecting shaft (17) extending along an axial direction (18) between a first end (19) and a second end (20), the connecting shaft (17) being connectable or connected to the first tripod joint (3) via the first end (19) to transmit torque, and connectable or connected to the second sliding joint (10) via the second end (20) to transmit torque; At least The first outer portion (4) a receptacle (21) for said first inner part (6), said receptacle (21) extending along said first axis of rotation (5); Three raceways (23) extending along the first rotation axis (5) and distributed in a circumferential direction (22), The first inner part (6) has a central body (24) extending along the second axis of rotation (7), The three first trunnions (8), each having the first trunnion axis (9), are arranged in a dispersed manner in the circumferential direction (22); Each of the three first trunnions (8) extends along at least a radial direction (25) starting from the central body (24); the radial direction (25) extends perpendicular to the second axis of rotation (7) of the first inner part (6); A roller body (26) is disposed on each of the first trunnions (8), The roller body (26) contacts the first trunnion (8) at an inner peripheral surface (27) and contacts the raceway (23) with an outer peripheral surface (28) extending around a roller body axis (40); The roller body axis (40) and the first trunnion axis (9) can be tilted relative to each other by up to 3 degrees; The first trunnion axis (9) of the first trunnion (8) is inclined with respect to the radial direction (25) at a first inclination angle (29); The absolute value of the first tilt angle (29) is greater than zero degrees. Drive shaft device (1).

2. A drive shaft arrangement (1) according to claim 1, the first inclination angle (29) is defined in a plane containing the second axis of rotation (7) of the first inner part (6); The absolute value of the first tilt angle (29) is 2 to 10 degrees. Drive shaft device (1).

3. A drive shaft device (1) according to claim 1 or 2, The second joint (10) is a tripod joint (10), The second inner part (13) includes three second trunnions (15) having second trunnion axes (16); The second outer portion (11) is a receptacle (21) for said second inner part (13), said receptacle (21) extending along said third axis of rotation (12); Three raceways (23) extending along the third rotation axis (12) and distributed in a circumferential direction (22), the second inner part (13) has a central body (24) extending along the fourth axis of rotation (14); The three second trunnions (15), each having the second trunnion axis (16), are arranged dispersedly in the circumferential direction (22); Each of the second trunnions (15) extends along at least a radial direction (25) from the central body (24); the radial direction (25) extends perpendicular to the fourth axis of rotation (14) of the inner part (6, 13); A roller body (26) is disposed on each of the second trunnions (15), The roller body (26) contacts the second trunnion (15) via an inner peripheral surface (27) and contacts the raceway (23) via an outer peripheral surface (28) extending around a roller body axis (40); The roller body axis (40) and the second trunnion axis (16) can be tilted relative to each other by up to 3 degrees. Drive shaft device (1).

4. A drive shaft arrangement (1) according to claim 3, The second trunnion axis (16) of the second trunnion (15) is inclined at a second inclination angle (30) with respect to the radial direction (25); The absolute value of the second tilt angle (30) is greater than zero degrees. Drive shaft device (1).

5. A drive shaft arrangement (1) according to claim 4, the second inclination angle (30) is defined in a plane containing the fourth axis of rotation (14) of the second inner part (13); The absolute value of the second tilt angle (30) is 2 to 10 degrees. Drive shaft device (1).

6. A drive shaft device (1) according to claim 4 or 5, When the tilt angles (29, 30) are positive, the trunnion axes (9, 16) are tilted from the central body (24) toward one of the tripod joints (3, 10), respectively; The first tilt angle (29) has a positive value and the second tilt angle (30) has a negative value, or the tilt angles (29, 30) both have positive or negative values. Drive shaft device (1).

7. A drive shaft device (1) according to any one of claims 4 to 6, The absolute values ​​of the first tilt angle (29) and the second tilt angle (30) are equal to or different from each other; Drive shaft device (1).

8. A drive shaft device (1) according to any one of claims 3 to 7, the first tripod joint (3) has a first phase angle (31) defined by the first trunnion axis (9) with respect to the circumferential direction (22); the second tripod joint (10) has a second phase angle (32) defined by the second trunnion axis (16); The tripod joints (3, 10) are arranged at mutually offset phase angles (31, 32) in the circumferential direction (22). Drive shaft device (1).

9. A drive shaft arrangement (1) according to claim 8, The phase difference between the phase angles (31, 32) is 150 to 210 degrees. Drive shaft device (1).

10. A drive shaft device (1) according to any one of claims 3 to 9, the first tripod joint (3) and the second tripod joint (10) can be arranged or are arranged in the drive shaft device (1) in the same orientation, so that the connecting shaft (17) can be connected or is connected at one end (19, 20) to one of the outer parts (4, 11) and at the other end (20, 19) to one of the inner parts (6, 13); Drive shaft device (1).

11. A drive shaft device (1) according to any one of claims 3 to 9, the first tripod joint (3) and the second tripod joint (10) can be or are arranged in the drive shaft arrangement (1) in different orientations, so that the connecting shaft (17) can or is connected to the outer part (4, 11) at both ends (19, 20) or can or is connected to the inner part (6, 13) at both ends (19, 20); Drive shaft device (1).

12. A drive shaft device (1) according to any one of claims 3 to 11, the connecting shaft (17) is connectable or connected in the axial direction (18) to at least one of the tripod joints (3, 10) via at least one elastic element (33); Drive shaft device (1).

13. A drive shaft device (1) according to any one of claims 1 to 12, The drive shaft device (1) is a longitudinal shaft device or a transverse shaft device, Drive shaft device (1).

14. A motor vehicle (2) comprising at least one drive unit (34) and a plurality of wheels (35), At least one wheel (35) is drivable by said drive unit (34); At least one drive shaft arrangement (1) according to any one of claims 1 to 13 is arranged between the drive unit (34) and at least one of the wheels (35). Automobile (2).

15. A motor vehicle (2) according to claim 14, each of said wheels (35) being drivable via said at least one drive unit (34); each of said wheels (35) being connected to transmit torque to said at least one drive unit (34) via said drive shaft arrangement (1); Automobile (2).

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