Automotive drivetrain having deflection compensation

• US 7,383,748 B2
• Filed: 05/17/2005
• Issued: 06/10/2008
• Est. Priority Date: 05/28/2004
• Status: Expired due to Fees

• Current Assignee: Charles G. Rankin
• Original Assignee: Charles G. Rankin
• Inventors: Rankin, Charles G.
• Primary Examiner(s): PANG, ROGER L
• Application Number:
  US11/130,913
• Publication Number:
  US 20050262955A1
• Time in Patent Office: 1,120 Days
• Field of Search: 743/25, 743/29, 743/30, 743/31, 743/35, 744/34, 403/359.1, 403/359.6
• US Class Current: 74/325
• CPC Class Codes: B60K 17/02 characterised by arrangement, location, or kind of clutch
• CPC Class Codes: B60K 17/22 characterised by arrangement, location, or type of main drive shafting, e.g. cardan shaft
• CPC Class Codes: F16D 13/644 Hub construction
• CPC Class Codes: F16D 3/185 radial teeth connecting concentric inner and outer coupling parts
• CPC Class Codes: F16H 1/48 Special means compensating for misalignment of axes , e.g. for equalising distribution of load on the face width of the teeth in combination with distribution of load on the planet-wheels F16H1/2809
• CPC Class Codes: F16H 48/08 comprising bevel gears
• CPC Class Codes: F16H 57/025 Support of gearboxes, e.g. torque arms, or attachment to other devices
• CPC Class Codes: Y10T 403/7026 Longitudinally splined or fluted rod
• CPC Class Codes: Y10T 74/19219 Interchangeably locked
• CPC Class Codes: Y10T 74/19223 Disconnectable counter shaft

Abstract

A deflection compensation system for automobile drivetrain components is provided, wherein a shaft is able to continue in driving relationship to another shaft or coupler in driven relationship when their respective axes of rotation are misaligned. At least one of the shaft and the coupler is preferably supported independently of the other and provided with crown involute splines, whereby one of the shaft and coupler when out of relative alignment, continues to drive the other without the necessity of adding additional moving parts to the drivetrain component.

Claims

1. In an automobile having a drivetrain, the drivetrain including an engine, a first shaft operatively coupled to the engine and having a first axis of rotation, and a member having a second axis of rotation rotatably coupled with said first shaft, the improvement comprising:

a plurality of splines on said first shaft, said splines having a first end, a second end and a center portion longitudinally intermediate said first and said second end;

a plurality of splines on said member intercalated with the splines on said first shaft in driven relationship, said splines on said member having one end and another end and a middle portion longitudinally intermediate said one end and the another end, whereby said splines on said first shaft are external splines and said splines on said member are internal splines; and

a second shaft generally axially aligned with said first shaft and having a second shaft axis, said second shaft being operatively connected by said member to said first shaft for rotation therewith, said second shaft being located adjacent said first shaft,

wherein at least said external splines or said internal splines are cut with a crowned involute configuration and wherein said first shaft includes a domed end surface whereby said first axis may deflect relative to said second shaft axis during rotation of said shafts with said domed surface in engagement with said second shaft.

2. An automobile as set forth in claim 1, wherein said shaft is an input shaft for a gearbox and said member is a gear for the gearbox.

3. A gearbox including a power-transmitting input shaft having a first axis, an output shaft having a second axis, and at least one gear operatively driven by the input shaft and a slider axially shiftable for movement between a first position directly coupling the input shaft and the gear to the output shaft when in direct drive relationship and a second position wherein the input shaft is coupled to the output shaft when in indirect driving relationship, wherein the improvement comprises a plurality of radially outwardly directed splines on the input shaft and a plurality of internal teeth on said gear complementally configured with said splines whereby said input shaft may translate forwardly and rearwardly relative to said gear during power transmission from the input shaft to the output shaft in direct or in indirect driving relationship and said first axis may deflect at an angle of at least about 1 degree relative to said second axis and said gear while said input shaft remains coupled to said gear.

4. A gearbox comprising:

a gearbox housing;

an input shaft having a first axis and a plurality of radially extending splines, said input shaft at least partially received in the gearbox housing;

an output shaft having a second axis substantially axially aligned with said input shaft, said output shaft at least partially received in the gearbox housing;

an input gear rotatably driven by said input shaft and having an radially outwardly oriented bearing surface and a plurality of radially outwardly projecting gear teeth, and a plurality of radially inwardly projecting gear teeth complementally configured with said splines;

a slider for selectively operatively coupling and decoupling said input shaft in direct drive relationship to said output shaft through said input gear; and

an input gear bearing mounted on said housing and positioned between said housing and said input gear for carrying and locating said input gear within said housing, said input gear being supported and located independently of said input shaft whereby said input shaft is permitted to axially translate relative to the input gear and the first axis is permitted to deflect relative to said second axis and said input gear.