Patent Application
20150246419
The present disclosure is related to a system and method of installing a liner in a propshaft for a vehicle.
A propshaft is part of a vehicle's driveline. The propshaft is configured to carry torque and power from a prime mover or transmission to an output device, such as a differential assembly of an axle or a transfer case. The propshaft rotates to transmit the drive force generated by the engine to one or more wheels, typically via the differential assembly or the transfer case. Liners or dampers may be used inside the propshaft to suppress driveline noise.
One possible aspect of the disclosure provides a method of assembling a propshaft. The method includes providing a tube extending along an axis to an end. The tube defines a cavity having a first inner diameter and the end defines an inlet opening having a second inner diameter, less than the first inner diameter. A liner is also provided. The liner has an outer diameter that is greater than the second inner diameter of the tube. An insertion device is applied to the liner. The insertion device is moved such that the liner is caused to axially move along the axis and the outer diameter of the liner is caused to radially compress so as to move through the inlet opening and into the cavity of the tube.
In another aspect of the disclosure, an insertion tool is provided for inserting a liner into a cavity within a propshaft for a vehicle. The insertion tool includes a funnel device and a drive device. The funnel device extends along an axis and defines a passage tapering in diameter from a first insert diameter to a second insert diameter. The drive device is configured for movement along the passage of the funnel device to apply an axial force to the liner to thereby insert the liner into a cavity of the propshaft.
The above features and advantages and other features and advantages of the present teachings are readily apparent from the following detailed description of the best modes for carrying out the present teachings when taken in connection with the accompanying drawings.
Referring to the drawings, wherein like reference numbers refer to like components throughout the several Figures, a vehicle 20 having a powertrain 22 and a driveline 24 is shown schematically in
While the present invention may be described with respect to automotive or vehicular applications, those skilled in the art will recognize the broader applicability of the invention. Those having ordinary skill in the art will recognize that terms such as “above,” “below,” “upward,” “downward,” et cetera, are used descriptively of the figures, and do not represent limitations on the scope of the invention, as defined by the appended claims. Any numerical designations, such as “first” or “second” are illustrative only and are not intended to limit the scope of the invention in any way.
Features shown in one figure may be combined with, substituted for, or modified by, features shown in any of the figures. Unless stated otherwise, no features, elements, or limitations are mutually exclusive of any other features, elements, or limitations. Any specific configurations shown in the figures are illustrative only and the specific configurations shown are not limiting of the claims or the description.
The powertrain 22 may include an engine 26 and a transmission 28. The transmission 28 includes an output member 29 extending from the transmission 28. The driveline 24 includes a propshaft 30 (i.e., a propeller shaft or driveshaft), a rear axle 32, and a plurality of wheels 34. The propshaft 30 may be operatively connected to the output member 29 at one end and to the rear axle 32 (via a rear differential 33) at another end in order to transmit drive force or torque generated by the engine 26 to the rear axle 32. Alternatively, the vehicle 20 may include a transfer case (not shown) operatively connected to the propshaft 30.
Referring now to
At least one liner 50 is operatively disposed within the tube 36 of the propshaft 30. The liner 50 is provided to suppress driveline noise created during operation of the vehicle 20. More specifically, during operation of the vehicle 20, the propshaft 30 rotates about the first axis 37 to transmit torque to the rear axle 32. As the propshaft 30 rotates about the first axis 37, tube 36 has the tendency to vibrate or resonate. The liners 50 are disposed within the tube 36 at locations that generally correspond to the antinodes (i.e., bending modes) of the propshaft 30. It should also be appreciated that a separate liner 50 may be inserted into each end 38, 40 of the driveshaft 30. The insertion of the liners 50 into each end 38, 40 may occur simultaneously. Alternatively, the liners 50 may be installed into each end 38, 40 at different times.
The liner 50 may be formed from a compressible material. The compressible material may include a foam material, such as polyester foam, polyurethane foam, polystyrene foam, and other similar materials or combinations thereof. In one non-limiting example, the foam material is polyester foam having a density ranging from 0.5-2.5 pounds per cubic foot (pcf). More preferably, the density of the foam material ranges from 1.0-1.4 pd. Even more preferably, the density of the foam material is 1.2 pd.
The liner 50 is generally tubular in shape and extends along a first length 52. When the liner 50 is uncompressed, i.e., is not inserted into the cavity 44 of the tube 36, the liner 50 has an outer diameter 54 that is greater than the first inner diameter 46 and the second inner diameter 48. However, once the liner 50 is inserted into the cavity 44 of the tube 36, the liner 50 may be radially compressed by the tube 36 such that the outer diameter 54 of the liner 50 is equal to the first inner diameter 46 of the tube 36, resulting in an interference fit between the tube 36 and the liner 50.
In order to achieve the reduced diameter at each end 38, 40, the ends 38, 40 are swaged or otherwise undergo some form of heat treatment process. However, the compressible material of the liner 50 is not capable of withstanding the elevated temperatures achieved during the heat treat processing, without melting or otherwise becoming deformed. Therefore, the liners 50 must be inserted into the cavity 44 after the ends 38, 40 are heat treated. Further, since the second inner diameter 48 at each end 38, 40 is less than the outer diameter 54 of the liner 50, the liner 50 must be radially compressed to fit through the respective inlet opening 41, as the liner 50 is axially inserted into the cavity 44.
Referring now to
With continued reference to
The liner 50 is received within the passage 63 of the insertion tool 56 at, or proximate, the first insert end 58. An axial force 74 is axially applied to the liner 50, in a direction toward the propshaft 30. In response to the application of the axial force 74 to the liner 50, the liner 50 moves axially along the passage 63 of the funnel device 57, toward the cavity 44 of the propshaft 30. The axial force 74 may be applied by a ram 76 via a press machine. Since the inner diameter of the passage 63 tapers from the first insert end 58 to the second insert end 60, and the second insert diameter 70 is less than the outer diameter 54 of the liner 50, the liner 50 is gradually radially compressed, i.e., sequentially radially compressed, by the body 62, as the liner axially moves within the passage 63, toward the second insert end 60, as illustrated in
Referring again to
Referring now to
The fingers 88 of the drive device 82 are configured to pierce a proximal end 90 of the liner 50 such that the fingers 88 are axially embedded in the liner 50. Piercing the proximal end 90 of the liner 50 allows the drive device 82 to rotate the liner 50 about the second axis 64, relative to the propshaft 30, as indicated by arrow 91.
With reference to
Once the fingers 88 are embedded within the proximal end 90 of the liner 50, and with the second axis 64 of the drive device 82 in alignment with the first axis 37 of the tube 36, the drive device 82 is rotated about the second axis 64, as indicated by arrow 91, while also moving axially along the second axis 64, as indicated by arrow 89. The drive device 82 is continuously rotated and moved axially as the distal end 92 of the liner 50 is inserted into the inlet opening 41 of the tube 36. As the liner 50 is moved axially along the second axis 64, the tube 36 engages the liner 50, at or proximate the distal end 92, resulting in the liner 50 at the proximal end 90 rotating about the second axis 64, relative to the distal end 92. As such, the liner 50 is twisted, i.e., wrung, about the second axis 64, while also being moved along the second axis 64. Twisting of the liner 50 causes the outer diameter of the liner to be reduced. As the twisting and axial movement of the liner continues, the liner 50 is screwed into the cavity 44 of the tube 36 of the propshaft.
The ram 76 of the drive device 82, in combination with the socket, is of sufficient length to seat the liner 50 completely within the cavity 44 of the tube 36. Once the liner 50 is seated within the cavity 44, the drive device 82 is axially refracted from the cavity 44 of the tube 36 (see arrow 98).
Referring now to
While the best modes for carrying out the many aspects of the present teachings have been described in detail, those familiar with the art to which these teachings relate will recognize various alternative aspects for practicing the present teachings that are within the scope of the appended claims.
