U.S. patent application number 11/052486 was filed with the patent office on 2005-06-30 for method and apparatus for detecting worn universal joint components.
Invention is credited to Brissette, Ronald N..
Application Number | 20050143178 11/052486 |
Document ID | / |
Family ID | 33450359 |
Filed Date | 2005-06-30 |
United States Patent
Application |
20050143178 |
Kind Code |
A1 |
Brissette, Ronald N. |
June 30, 2005 |
Method and apparatus for detecting worn universal joint
components
Abstract
A method and apparatus for detecting the operating condition of
a universal joint in a driveline assembly utilizes a pressure
relief valve that is supported by a universal joint cross member.
The cross member includes a central body portion with a plurality
of radially extending trunnions. A first driveline component
supports a first yoke member and a second driveline component
supports a second yoke member. Each yoke member cooperates with two
opposing trunnions to interconnect the first and second driveline
components. An internal lubrication channel is formed within the
cross member and is in fluid communication with each trunnion. Seal
assemblies are installed within cups mounted to each trunnion
member to seal the lubricating fluid within the cross member. The
universal joint is operating properly when lubricating fluid that
is injected through an external lubrication fitting during service
operations, exits via the pressure relief valve. The universal
joint is not operating properly when the lubricating fluid exits
via at least one of the seal assemblies instead of through the
pressure relief valve.
Inventors: |
Brissette, Ronald N.; (Lake
Orion, MI) |
Correspondence
Address: |
CARLSON, GASKEY & OLDS, P.C.
400 WEST MAPLE ROAD
SUITE 350
BIRMINGHAM
MI
48009
US
|
Family ID: |
33450359 |
Appl. No.: |
11/052486 |
Filed: |
February 4, 2005 |
Related U.S. Patent Documents
|
|
|
|
|
|
Application
Number |
Filing Date |
Patent Number |
|
|
11052486 |
Feb 4, 2005 |
|
|
|
10443213 |
May 22, 2003 |
|
|
|
6860815 |
|
|
|
|
Current U.S.
Class: |
464/14 ;
29/407.01; 29/407.05; 29/407.08; 464/136 |
Current CPC
Class: |
F16N 21/02 20130101;
Y10T 29/49776 20150115; F16C 33/6625 20130101; F16D 3/40 20130101;
F16D 2300/06 20130101; F16D 3/33 20130101; Y10T 464/20 20150115;
F16C 21/005 20130101; Y10T 29/49771 20150115; F16C 2361/41
20130101; Y10T 29/49764 20150115 |
Class at
Publication: |
464/014 ;
029/407.01; 029/407.05; 029/407.08; 464/136 |
International
Class: |
E02B 017/00; F16C
001/24; F16D 003/26 |
Claims
1-16. (canceled)
17. A method for detecting an operating condition of a universal
joint assembly comprising the steps of: (a) injecting lubricating
fluid into a cross member having a plurality of trunnions with seal
assemblies coupled to first and second yoke members; (b) detecting
a properly operating universal joint when lubricating fluid exits a
pressure relief member subsequent to step (a); and (c) detecting an
improperly operating universal joint when the lubricating fluid
exits at least one of the seal assemblies subsequent to step
(a).
18. The method as set forth in claim 17 wherein step (a) further
includes generating an internal lubrication pressure in response to
injecting lubricating fluid into the cross member via an external
lubrication fitting; step (b) further includes activating the
pressure relief member when the internal lubrication pressure
exceeds a predetermined pressure value; and step (c) further
includes having a predetermined initial sealing force for each seal
assembly that is greater than the predetermined pressure value and
detecting a worn universal joint component when the internal
lubrication pressure is less than the predetermined pressure value
and when the lubricating fluid exits at least one of the seal
assemblies.
19. The method as set forth in claim 17 wherein step (a) further
includes injecting the lubricating fluid into the cross member via
an external lubrication fitting that is separate from the pressure
relief member.
20. The method as set forth in claim 17 including providing the
pressure relief member with a component that is movable relative to
an external surface of the cross member; and wherein step (b)
includes detecting the properly operating universal joint when the
component moves from a first position where the component engages
the external surface of the cross member to a second position where
at least a portion of the component is moved out of engagement with
the external surface.
21. The method as set forth in claim 20 wherein step (c) includes
detecting the improperly operating universal joint when the
component remains in the first position and the lubricating fluid
exits at least one of the seal assemblies subsequent to step
(a).
22. The method as set forth in claim 21 including resiliently
biasing the component to remain in the first position by applying a
predetermined force and detecting the properly operating universal
joint during step (b) when the predetermined force is overcome as a
result of performance of step (a).
23. The method as set forth in claim 17 including forming an
internal lubrication channel within the cross member, fluidly
connecting the internal lubrication channel to each trunnion of the
plurality of trunnions via trunnion channel portions, mounting an
external lubrication fitting to the cross member, fluidly
connecting the external lubrication fitting to the internal
lubrication channel via a first channel portion, and fluidly
connecting the pressure relief member to the internal lubrication
channel via a second channel portion.
24. The method as set forth in claim 23 wherein step (a) includes
injecting the lubricating fluid into the first channel portion;
step (b) includes detecting a properly operating universal joint
when lubricating fluid exits the pressure relief member via the
second channel portion; and step (c) includes detecting an
improperly operating universal joint when lubricating fluid exits
one of the seal assemblies via a respective trunnion channel
portion.
25. A method for detecting an operating condition of a universal
joint assembly comprising the steps of: (a) visually detecting a
properly operating universal joint assembly when lubricating fluid
exits a universal joint assembly from a first location; and (b)
visually detecting an improperly operating universal joint assembly
when lubricating fluid exits the universal joint assembly from a
second location different than the first location.
26. The method as set forth in claim 25 including defining the
first location at a pressure relief member interface and defining
the second location at a trunnion seal interface.
27. The method as set forth in claim 26 including providing the
universal joint assembly with a cross member having a plurality of
trunnions and an external lubrication fitting, forming an internal
lubrication channel within the cross member, sealing each trunnion
with a seal member, fluidly connecting the external lubrication
fitting to the internal lubrication channel, and injecting
lubricating fluid into the internal lubrication channel by way of
the external lubrication fitting prior to an occurrence of at least
one of step (a) and step (b).
28. The method as set forth in claim 27 including mounting the
pressure relief member to the cross member, fluidly connecting the
pressure relief member to the internal lubrication channel, and
wherein step (a) includes visually detecting a properly operating
universal joint assembly when lubricating fluid exits the pressure
relief member and step (b) includes visually detecting an
improperly operating universal joint assembly when lubricating
fluid exits the seal member from at least one of the plurality of
trunnions.
Description
BACKGROUND OF THE INVENTION
[0001] This invention generally relates to a method and apparatus
for servicing a universal joint assembly installed in a vehicle
driveline to detect worn components.
[0002] Vehicle drivelines include at least one driveshaft that is
used to transmit power from a vehicle engine and transmission to a
single drive axle or tandem drive axle. Typically, heavy-duty
vehicles, such as large trucks, include more than one driveshaft
due to the long wheelbase and/or use of a tandem drive axle. At
each end of a driveshaft, universal joints (U-joints) are used to
connect the driveshaft to the next driveline component. For
example, U-joints can be used to connect one driveshaft to another
driveshaft or can be used to connect a driveshaft to a drive axle
component.
[0003] U-joints allow two driveline components to be positioned at
different angles relative to each other to accommodate relative
movement and angular misalignment. Further, as the drive axles
cooperate with a vehicle suspension to dampen shocks from rough
road conditions, the U-joints provide flexibility to allow the
adjoining driveline components to move relative to one another.
[0004] Typically, U-joints include two yokes that each have two
bore locations at diametrically opposed positions. The yokes are
each mounted to two trunnions on a center cross member. The
combination allows the two yokes to move angularly relative to each
other with respect to the center of the cross member.
[0005] In order for the U-joint to operate properly overlong
periods of time, it is important to have good lubrication. The
center cross member typically includes an external grease fitting
that is in fluid communication with each of the trunnion members
via internal grease grooves or channels. Bearing packs are mounted
on each of the trunnions and receive lubrication through the grease
grooves. The bearing packs include a seal assembly that seals the
grease within the center cross member.
[0006] It is often difficult to detect when U-joint components have
worn sufficiently, such that repair or replacement operations are
required. Currently, to detect worn seals, the U-joint must be
completely disassembled and inspected. This process is time
consuming and labor intensive, which results in increased service
costs and vehicle downtime, both of which are undesirable.
[0007] Thus, it would be valuable to have a simple and efficient
inspection procedure to detect worn U-joint components without
having to disassemble the U-joint. The method and apparatus to
detect worn components should be easily incorporated into existing
U-joints without significant increases in cost.
SUMMARY OF THE INVENTION
[0008] A serviceable, permanently lubed, universal joint assembly
utilizes a fluid pressure member to detect the operating condition
of a universal joint assembly during a service operation. The
universal joint assembly includes a cross member having a plurality
of trunnions that cooperate with yoke members supported by adjacent
driveline components. Each trunnion supports a seal and bearing
assembly which are mounted within a cap installed over a distal end
portion of the trunnion.
[0009] The operating condition of the internal components, such as
bearings and seals, can be easily detected without having to
disassemble the universal joint assembly. A lubricating fluid is
injected into the cross member via an external lubrication fitting.
A properly operating universal joint assembly is detected when
lubricating fluid exits the fluid pressure member, and an
improperly operating universal joint assembly is detected when the
lubricating fluid exits at least one of the seal assemblies instead
of the fluid pressure member.
[0010] In the preferred embodiment, the cross member includes a
central body portion with a first pair of trunnions coupled to a
first yoke member and a second pair of trunnions coupled to a
second yoke member. The cross member includes an internal
lubrication channel that is in fluid communication with each of the
trunnions. An external lubrication fitting is supported by the
cross member and is in fluid communication with the internal
lubrication channel. The fluid pressure member is supported by the
cross member and also is in fluid communication with the internal
lubrication channel. An internal fluid pressure is generated within
the cross member in response to a lubricating fluid being injected
into the internal lubrication channel via the external lubrication
fitting. A first operating condition is indicated when the internal
fluid pressure is below a predetermined pressure value and a second
operating condition, different than the first operating condition,
is indicated when the internal fluid pressure exceeds the
predetermined pressure value.
[0011] As discussed above, each of the trunnions includes a seal
assembly that seals the lubricating fluid within the internal
lubrication channel. Each seal assembly has a predetermined initial
sealing force that is greater than the predetermined pressure
value. The first operating condition is defined as the improperly
operating universal joint and occurs when at least one of the seal
assemblies has an operating sealing force that is less than the
predetermined initial sealing force and less than the predetermined
pressure value, such that the lubricating fluid exits the cross
member through the defective seal assembly instead of through the
fluid pressure member. The second operating condition is defined as
the properly operating universal joint and occurs when the internal
fluid pressure achieves the predetermined pressure value, which
activates the fluid pressure member and allows lubricating fluid to
exit the cross member via the fluid pressure member.
[0012] In one disclosed embodiment, the fluid pressure member
comprises a pressure relief valve mounted directly to the cross
member. The pressure relief valve is resiliently biased such that
lubricating fluid cannot exit the cross member until the
predetermined pressure value is achieved. The pressure relief valve
is preferably threaded to the central body portion and is centrally
positioned on an end face of the central body portion or on an edge
between adjacent trunnions.
[0013] Thus, the subject invention provides a method and apparatus
for easily detecting worn components in a universal joint assembly
without requiring the universal joint assembly to be disassembled.
These and other features of the present invention can be best
understood from the following specifications and drawings, the
following of which is a brief description.
BRIEF DESCRIPTION OF THE DRAWINGS
[0014] FIG. 1 is an overhead schematic view of driveline for a
heavy-duty vehicle.
[0015] FIG. 2 is a magnified exploded view of a portion of the
driveline from FIG. 1.
[0016] FIG. 3 is a perspective view of a universal joint cross
member incorporating the subject invention.
[0017] FIG. 4 is a perspective internal view of one of the needle
cups of FIG. 3.
[0018] FIG. 5 is top cross-sectional view of the cross member of
FIG. 3.
[0019] FIG. 6 is a side cross-sectional view of another embodiment
of a cross member incorporating the subject invention.
[0020] FIG. 7 is side view shown in partial cross-section of a
fluid pressure member in a first position.
[0021] FIG. 8 is side view shown in partial cross-section of a
fluid pressure member in a second position.
DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT
[0022] A heavy-duty vehicle 10 includes a powertrain assembly,
shown generally at 12, that transfers driving power from an engine
14 to a plurality of wheels 16. The engine 14 is operably coupled
to a transmission 18 as is known in the art. A driveline assembly
20, including at least one driveshaft 22, is used to transfer
driving power from the transmission 18 to a drive axle assembly 24
that supports the wheels 16. The drive axle assembly 24 can be a
single drive axle (not shown) or can be a tandem drive axle as
shown in FIG. 1. The tandem drive axle includes a forward-rear axle
24a and a rear-rear axle 24b that are interconnected to each
other.
[0023] Preferably, due to the long wheelbase required for
heavy-duty vehicles 10 and/or due to the use of a tandem drive
axle, a plurality of driveshafts 22 are used to connect the
transmission 18 to the drive axle assembly 24. It should be
understood however, that while multiple driveshafts 22 are
preferred, a single driveshaft 22 could be used to connect the
transmission 18 to a single drive axle for lighter duty
applications.
[0024] FIG. 2 shows a typical driveshaft arrangement that includes
a first driveshaft 22a connected to the transmission 18 at one end
and connected to a second driveshaft 22b at an opposite end. The
second driveshaft 22b is connected to the drive axle assembly 24 at
an end opposite from connection to the first driveshaft 22a. A
third driveshaft 22c is used to interconnect the forward-rear axle
24a to the rear-rear axle 24b. A yoke member 26 is supported on
each end of the driveshafts 22a, 22b, 22c. A cross member 28 is
used to interconnect adjoining yoke members 26. One cross member
28, coupled to two (2) yoke members 26, defines a universal joint
assembly (U-joint) 30.
[0025] U-joints allow two adjoining driveline components to be
positioned at different angles relative to each other to
accommodate relative movement and angular misalignment.
Misalignment and relative movement can be caused by adjoining
driveline components not being mounted within a common plane, or
can be caused by a driveline component, such as a drive axle
assembly 24, moving relative to adjoining driveline component, such
as a driveshaft 22, in response to interaction with a vehicle
suspension.
[0026] The cross member 28 is shown in greater detail in FIG. 3.
The cross member 28 includes a central body portion 32 with a
plurality of trunnions 34 extending out radially from the central
body portion 32. Each yoke member 26 is attached to a pair of
trunnions 34, as is known in the art.
[0027] Bearing packs or needle cups 36 are installed over each
trunnion 34. The needle cups 36 include a mounting interface 38
that attaches to the yoke member 26. The cross member 28 shown in
FIG. 3 has one exposed trunnion 34 and three trunnions with
installed needle cups 36. The central body portion 32 also includes
at least one external lubrication fitting 40 through which a
lubricating fluid, such as grease, is injected into the cross
member 28 to provide lubrication so that the U-joint 30 can operate
properly.
[0028] Each needle cup 36 includes an internal cavity 42 that is
slidably received over one trunnion 34. A plurality of needle
bearings 44 is mounted within the cavity 42. A thrust washer 46 is
preferably mounted within the bottom of the cavity 42 and a seal
assembly 48 surrounds a lip of the cavity 42 to seal the
lubricating fluid within the cross member 28.
[0029] The cross member 28 includes an internal lubrication channel
50, shown in FIG. 5, which is in fluid communication with the
external lubrication fitting 40. The internal lubrication channel
50 includes a central portion 50a, trunnion portions 50b that
extend into each trunnion 34, and a fitting portion 50c that
communicates with the lubrication fitting 40. This allows
lubricating fluid, which is injected through the lubrication
fitting 40, to be communicated through internal lubrication channel
50 to each trunnion 34, so that the needle bearings 44 can be
sufficiently lubricated.
[0030] A fluid pressure member 52 is supported by the central body
portion 32 and is positioned to be in fluid communication with the
internal lubrication channel 50. The fluid pressure member 52 is
utilized during service operations to detect U-joints 30 that have
worn internal components, such as bearings 44 and seal assemblies
48, without having to disassemble the U-joint 30.
[0031] Each of the seal assemblies 48 has a predetermined initial
sealing force when the U-joint 30 is first assembled. Over time, as
components wear and as the vehicle 10 experiences heavy operating
loads and adverse road conditions, the initial sealing force is
reduced. During service, lubricating fluid is injected with a
grease gun or other similar mechanism, into the cross member 28 via
the lubrication fitting 40. This generates an internal fluid
pressure within the cross member 28. If the seal assemblies are
still in good working condition, the internal lubrication channel
50 will fill with fluid until fluid is forced to exit via the fluid
pressure member 52. Thus, the fluid pressure member 52 is
responsive to or activated when a predetermined pressure value is
achieved within the cross member 28. This predetermined pressure
value is less than the initial sealing force for the seal
assemblies 48.
[0032] If the seal assemblies 48 are worn and need to be replaced,
as the internal fluid pressure increases, fluid will exit the cross
member 28 via the defective seal assembly 48, instead of through
the fluid pressure member 52. In other words, fluid will exit the
cross member 28 from a defective seal assembly 48 because the worn
seal has a reduced sealing force is less than the predetermined
pressure value that activates the fluid pressure member 52. Thus,
when fluid exits the cross member from the fluid pressure member
52, the U-joint 30 internal components are still in good operating
condition, and when the fluid exits from at least one of the seal
assemblies 48, a worn internal component is detected. Thus, a
simple external visual inspection can be used to detect internal
worn components.
[0033] In one embodiment, the fluid pressure member 52 is located
at an edge 54 of the central body portion 32 of the cross member
28, as shown in FIG. 5. The fluid pressure member 52 in this
embodiment, is positioned between adjacent trunnions 34 and extends
out radially from the central body portion 32. The internal
lubrication channel 50 is formed with a channel portion 50d that
extends to the fluid pressure member 52.
[0034] In another embodiment, the fluid pressure member 52 is
located centrally on the central body portion 32, as shown in FIGS.
3 and 6. The internal lubrication channel 50 includes a similar
channel portion 50d that communicates with the fluid pressure
member. It should be understood that the fluid pressure member 52
could be mounted in other positions or locations on the central
body portion 32. Similarly, the external lubrication fitting 40
could also be mounted at other locations on the central body
portion.
[0035] Preferably, the fluid pressure member 52 is a pressure
relief 60 valve that is movable between a sealed or closed
position, shown in FIG. 7, and an unsealed or open position, shown
in FIG. 8. The pressure relief valve 60 includes a longitudinal
valve body 62 mounted within a bore 80 that extends from an
internal end 64 to an external end 66. The internal end 64 of the
bore 80 is in fluid communication with the internal lubrication
channel 50 and the external end of the bore 80 is selectively
opened to the external atmosphere when the predetermined pressure
value is achieved within the cross member 28.
[0036] The pressure relief valve 60 preferably includes a threaded
external surface 68 that is threaded into a threaded bore 70 formed
within the cross member 28. A resilient member 72, such as a coil
spring or other similar mechanism, cooperates with a movable cap 74
formed on the valve body 62. The movable cap 74 is resiliently
biased to seal the external end 66 of the bore 80 under normal
operating conditions. During a service operation, when lubricating
fluid is injected into the cross member 28 and the internal fluid
pressure is greater than the predetermined pressure value, the
resilient bias force is overcome and the movable cap 74 opens. This
allows fluid communication to the external surface of the cross
member 28 via the external end 66 of the bore 80. Once the internal
pressure is reduced, the resilient member 72 returns the movable
cap to the initial position.
[0037] The subject invention provides a method and apparatus for
easily detecting worn components in a universal joint assembly that
does not require disassembly. An additional benefit is that a
simple external visual inspection can be used to detect internal
worn components in the U-joint. Although a preferred embodiment of
this invention has been disclosed, a worker of ordinary skill in
this art would recognize that certain modifications would come
within the scope of this invention. For that reason, the following
claims should be studied to determine the true scope and content of
this invention.
* * * * *