Abstract: A universal joint includes a cross member having a plurality of trunnions extending outwardly therefrom. A hollow bearing cup is disposed about the end of each of the trunnions. Each of the bearing cups has an open end, a closed end, and an inner surface that is disposed about a bearing surface formed on the trunnion. An insert is disposed between the bearing surface of the trunnion and the inner surface of the bearing cup provided thereon. In a first embodiment, an annular groove is formed in the inner surface of the bearing cup that receives the insert therein. In a second embodiment, the insert is disposed between the cylindrical bearing surface of the trunnion and the cylindrical inner surface of the bearing cup. The insert is formed from either a ceramic material or a composite material. The bearing cup may be formed from a metallic material that is molded about the insert.

Abstract: One or more piezo-based devices are mounted on a center bearing assembly of a drive train assembly for reducing the amount of vibrations that are generated therein during operation. The piezo-based device is used to dampen these vibrations by converting the physical vibratory motion of the driveshaft tube into an electrical current that is dissipated through a resistive element as heat. By varying the magnitude of the resistive element, the center damping frequency of the piezo-based device can be varied as needed for center bearing assembly and drive train. If desired, an inductive element may be provided with the resistive element to dissipate the electrical current. The magnitude of the resistive element may be varied by a controller in response to the magnitude and/or frequency of the vibrations sensed by a sensor.

Abstract: A method of manufacturing a collapsible driveshaft assembly includes the steps of disposing an end of a first tube within a forming die having a non-circular cross sectional shape, expanding the end of the first tube into conformance with the die cavity, inserting an end of a second tube is inserted within the deformed end of the first tube, and expanding the end of the second tube into conformance with the end of the first tube. As a result of this expansion, outwardly extending regions and inwardly extending regions of the second tube extend into cooperation with outwardly extending regions and inwardly extending regions of the first tube so as to cause the first and second tubes to function as cooperating male and female splined members. As a result, a rotational driving connection therebetween to form the driveshaft. When a relatively large axial force is applied to the ends of the telescoping driveshaft, the second tube will move axially within the first tube, thereby collapsing and absorbing energy.

Abstract: A yoke for use in a universal joint includes a body having a pair of opposed arms extending therefrom. Each of the arms has an opening formed therethrough that are co-axially aligned. A reinforcing portion extends between and is formed integrally with the arms to provide stiffness to the yoke.

Abstract: A structure positively retains the bearing cups on the trunnions of a universal joint cross prior to assembly into a vehicle. The cross includes a body portion having a plurality of trunnions extending outwardly therefrom. Each of the trunnions may have an annular ridge formed thereon defining an increased outer diameter. A bearing cup is rotatably mounted on each of the trunnions. Each of the bearing cups has a rigid dust guard attached thereto. Each of the dust guards has an inwardly extending portion that defines an inner diameter. The inwardly extending portion of each of the dust guards extends at an angle that is less than ninety degrees relative to an axis defined by the associated trunnion and relative to the sides of the bearing cups. The inner diameters defined by the inwardly extending portions of the dust guards are smaller than the outer diameters defined by the annular ridges. Thus, during installation, the inwardly extending portions.

Abstract: A method for securing components of a vehicular driveshaft includes disposing a neck of an end fitting into the open end of a driveshaft tube. The end fitting is held with respect to the driveshaft tube so that an annular gap is formed between the neck and the driveshaft tube. An inductor is provided about the driveshaft tube adjacent the end receiving the neck. The inductor is energized to generate a magnetic field for collapsing the driveshaft tube about the neck at a high velocity so that the driveshaft tube and the end fitting are welded to each other. The end fitting includes a body that is adapted to be received within the tubular member. The body includes an outer surface having a first portion that extends generally axially and a second portion that extends generally radially from the first portion. The outer surface includes a pocket formed in the second portion. The end fitting further includes a pair of arms extending from the body portion and having aligned apertures formed therethrough.

Abstract: A component for use in a vehicular driveshaft assembly includes a tube yoke formed from a first material and having a hollow cylindrical sleeve portion extending co-axially therefrom. A first end of a driveshaft tube, also formed from the first material, is disposed telescopically about the sleeve portion of the tube yoke and is secured thereto using conventional welding processes. A transition member includes a main body portion having a hollow cylindrical sleeve portion that extends co-axially therefrom. A second end of a driveshaft tube is disposed telescopically about the sleeve portion of the transition member and is secured thereto using conventional welding processes.

Abstract: A driveshaft assembly for use in a drive train system includes an inner driveshaft tube section including an end portion having an outer surface and an outer driveshaft tube section including an end portion having an inner surface. A plurality of axially extending wires is positioned on either the outer surface of the inner driveshaft tube section or on the inner surface of the outer driveshaft tube section. Then, the end portion of the outer driveshaft tube section is disposed about the end portion of the inner driveshaft tube section so as to define an overlapped region therebetween. At least one of the end portions of the inner and outer driveshaft tube sections is then deformed so as to compress the wires therebetween. As a result, recesses are formed in the outer surface of the inner driveshaft tube section and in the inner surface of the outer driveshaft tube section.

Abstract: A steering shaft assembly for a vehicle uses a ball spline as a slip member. In general, the slip member includes an outer race member, an inner race member, and a pair of end return members. The outer race member includes one or more grooves or recesses, each groove forming an outer race. The inner race member includes a corresponding number of grooves and inner bores to form an outer race track and inner race tracks, respectively. Each outer race and corresponding outer race track form an outer ball recirculating track for transmitting torque through the recirculating ball bearings. Each inner race track forms an inner ball recirculating track for providing a circumferential path for the ball bearings. In one embodiment, the inner race member and end return members are generally cylindrical in cross sectional shape that is disposed within the outer race member. The outer race member, inner race member and end return member can be any desired cross sectional shape.

Abstract: A slip yoke assembly includes a slip yoke having a barrel portion extending from a first end to a second end and a lug portion extending from the first end thereof. The barrel portion has a bore extending from the first end to the second end. The bore has a splined inner surface. The slip yoke assembly also includes a plug having a flange portion. The flange portion is attached to the first end of the barrel portion of the slip yoke. The plug also has a body portion which extends from the flange portion a predetermined distance into the bore. The slip yoke assembly also includes a shaft having an end portion disposed inside the bore of the slip yoke. The end portion includes an end which abuts the body portion of the plug. The end portion of the shaft has a splined outer surface which cooperates with the splined inner surface of the slip yoke bore to provide a rotatable connection between the shaft and the slip yoke while allowing a limited amount of relative axial movement therebetween.

Abstract: A method for forming a one-piece steering shaft member, such as an externally splined male steering shaft member (or yoke shaft) or an internally splined female steering shaft member (or slip yoke) is disclosed. A hollow cylindrical tube is initially provided which is preferably formed from a blank of a metallic material, such as aluminum, having an elongation factor of at least fifteen percent. It is desirable that the tube have a uniform wall thickness and define an outer diameter which is substantially uniform along the length thereof. The outer diameter of one end of the tube is reduced from its original diameter while the outer diameter of the opposite end is maintained at its original diameter. A splined surface is formed in the reduced diameter end portion of the tube. The splined surface is formed on the external surface of the yoke shaft and on the internal surface of the slip yoke. A yoke member is then formed in the opposite end of the tube.

Abstract: A noise reduction structure for an aluminum-based driveshaft tube includes a generally cylindrical member having a predetermined length. The noise reduction structure is disposed within a driveshaft tube in a press fit relationship with the inner surface of the tube. In general, the noise reduction structure is positioned within the driveshaft tube at a location where the amplitude of a standing wave caused by the reflection of the sound waves back and forth along the driveshaft tube is at its maximum value. The length of the noise reduction structure may be about 10% or less of the value of the length of the driveshaft tube. In a first embodiment, the noise reduction structure is formed from a polymeric foam material having a density of less than about 10 lb/ft3. Preferably, the material has a density in the range of about 2 lb/ft3 to 10 lb/ft3, and more preferably, in the range of about 3 lb/ft3 to 7 lb/ft3.