Abstract: A torsional damper assembly includes a hub having an outer periphery, an annular elastomeric element disposed about the outer periphery, and an annular inertia ring disposed about the elastomeric element. The inertia ring has an inner periphery adjacent the elastomeric element. The outer periphery of the hub is provided with a first plurality of surface features and the inner periphery of the inertia ring is provided with a second plurality of surface features. The first plurality of surface features is complementary to and engaged with the second plurality of surface features.

Abstract: A torsional damper assembly includes a hub having an outer periphery, an annular elastomeric element disposed about the outer periphery, and an annular inertia ring disposed about the elastomeric element. The inertia ring has an inner periphery adjacent the elastomeric element. The outer periphery of the hub is provided with a first plurality of surface features and the inner periphery of the inertia ring is provided with a second plurality of surface features. The first plurality of surface features is complementary to and engaged with the second plurality of surface features.

Abstract: A prop shaft assembly for an automotive vehicle includes a main body having a first end and a second end, the first end coupled to a first flange and a constant velocity (CV) joint assembly including a first member and a second member, the second member coupled to a second flange. The first flange and the main body are made from aluminum, the second member and the second flange are made from steel, and the first flange and the second flange are coupled together by a plurality of mechanical fasteners.

Abstract: A prop shaft assembly for an automotive vehicle includes a main body having a first end and a second end, the first end coupled to a first flange and a constant velocity (CV) joint assembly including a first member and a second member, the second member coupled to a second flange. The first flange and the main body are made from aluminum, the second member and the second flange are made from steel, and the first flange and the second flange are coupled together by a plurality of mechanical fasteners.

Abstract: A vehicle, a prop-shaft and a method of reducing noise in a vehicle are provided. The prop-shaft includes a cylindrical shaft having a hollow interior. A liner is positioned within at least a portion of the hollow interior. A first retaining member is disposed adjacent an end of the liner, the first retaining member sized to inhibit movement of the liner in a first direction. A second retaining member is disposed adjacent an opposite end of the liner from the first retaining member, the second retaining member sized to inhibit movement of the liner in a second direction, the second direction being opposite the first direction.

Abstract: A driveshaft assembly includes a driveshaft tube having two ends. An end fitting is operatively connected to one of the two ends of the driveshaft tube. A torque control mechanism is operatively connected to the end fitting. The torque control mechanism includes an outer member defining a first conical surface extending circumferentially relative to a central axis. The torque control mechanism includes an inner member defining a second conical surface extending circumferentially relative to the central axis. The first conical surface is configured to be in contact with the second conical surface so as to transfer a torque load from the inner member to the outer member. The second conical surface is configured to rotate relative to the first conical surface along the central axis at a slip angle when the torque load exceeds a predefined maximum torque load.

Abstract: A transaxle for a vehicle includes an input driven shaft that extends along a drive axis, between a first end and a second end. The input driven shaft is rotatable about the drive axis. A first planetary gear train is coupled to the first end of the input driven shaft, and a first motor is coupled to the first planetary gear train. A second planetary gear train is coupled to the second end of the input driven shaft, and a second motor is coupled to the second planetary gear train. The first motor and the second motor provide torque to the first planetary gear train and the second planetary gear train independently of each other to provide a differential functionality and allow torque vectoring between drive wheels.

Abstract: A driveshaft assembly includes a driveshaft tube having two ends. An end fitting is operatively connected to one of the two ends of the driveshaft tube. A torque control mechanism is operatively connected to the end fitting. The torque control mechanism includes an outer member defining a first conical surface extending circumferentially relative to a central axis. The torque control mechanism includes an inner member defining a second conical surface extending circumferentially relative to the central axis. The first conical surface is configured to be in contact with the second conical surface so as to transfer a torque load from the inner member to the outer member. The second conical surface is configured to rotate relative to the first conical surface along the central axis at a slip angle when the torque load exceeds a predefined maximum torque load.

Abstract: A method of dynamically balancing a shaft for multiple rotational speeds comprising: rotating the shaft in the balancer at a first rotational speed while measuring a first force and a first angle of a first shaft imbalance measurement; rotating the shaft at a predetermined second rotational speed while measuring a second force and a second angle of a second shaft imbalance measurement; comparing the first shaft imbalance measurement to a first predetermined imbalance specification and comparing the second shaft imbalance measurement to a second predetermined imbalance specification; if the first shaft imbalance does not meet the first predetermined imbalance specification or the second shaft imbalance does not meet the second predetermined imbalance specification, then calculating a composite correction based on the first and second shaft imbalance measurements; and applying a first weight to the shaft at a correction first angle based on the calculated composite correction.

Abstract: A U-joint arrangement for attaching a propeller shaft to a pinion flange is disclosed herein. At least one of the pinion flange and the propeller shaft has a pair of full-round receivers. The U-joint arrangement includes, but is not limited to, a U-joint having a cross member and a plurality of bearing cups rotatably mounted to the cross member. A pair of the bearing cups each have an outer diameter that is substantially less than an inner diameter of the pair of full-round receivers. The U-joint arrangement further includes a pair of retaining members that engage the pair of bearing cups and that are configured to engage the pair of full-round receivers. The pair of retaining members are further configured to support the pair of bearing cups within the pair of full-round receivers when the pair of retaining members are engaged with the pair of full-round receivers.

Abstract: A method of dynamically balancing a shaft for multiple rotational speeds comprising: rotating the shaft in the balancer at a first rotational speed while measuring a first force and a first angle of a first shaft imbalance measurement; rotating the shaft at a predetermined second rotational speed while measuring a second force and a second angle of a second shaft imbalance measurement; comparing the first shaft imbalance measurement to a first predetermined imbalance specification and comparing the second shaft imbalance measurement to a second predetermined imbalance specification; if the first shaft imbalance does not meet the first predetermined imbalance specification or the second shaft imbalance does not meet the second predetermined imbalance specification, then calculating a composite correction based on the first and second shaft imbalance measurements; and applying a first weight to the shaft at a correction first angle based on the calculated composite correction.

Abstract: A U-joint arrangement for attaching a propeller shaft to a pinion flange is disclosed herein. At least one of the pinion flange and the propeller shaft has a pair of full-round receivers. The U-joint arrangement includes, but is not limited to, a U-joint having a cross member and a plurality of bearing cups rotatably mounted to the cross member. A pair of the bearing cups each have an outer diameter that is substantially less than an inner diameter of the pair of full-round receivers. The U-joint arrangement further includes a pair of retaining members that engage the pair of bearing cups and that are configured to engage the pair of full-round receivers. The pair of retaining members are further configured to support the pair of bearing cups within the pair of full-round receivers when the pair of retaining members are engaged with the pair of full-round receivers.

Abstract: A shaft assembly has a shaft body, a first universal joint coupled to a first end of the shaft body, and a second universal joint coupled to a second end of the shaft body. A method for dynamically balancing the shaft assembly includes rotating the shaft assembly at a predetermined speed, determining a level of imbalance of the shaft assembly while rotating the shaft assembly at the predetermined speed, iteratively adjusting the position of the shaft body with respect to the first and second universal joints in response to the level of imbalance to determine an optimal level of imbalance while rotating the shaft assembly, and securely positioning the first and second universal joints with respect to the shaft body.

Abstract: A shaft assembly has a shaft body, a first universal joint coupled to a first end of the shaft body, and a second universal joint coupled to a second end of the shaft body. A method for dynamically balancing the shaft assembly includes rotating the shaft assembly at a predetermined speed, determining a level of imbalance of the shaft assembly while rotating the shaft assembly at the predetermined speed, iteratively adjusting the position of the shaft body with respect to the first and second universal joints in response to the level of imbalance to determine an optimal level of imbalance while rotating the shaft assembly, and securely positioning the first and second universal joints with respect to the shaft body.

Abstract: A torque tube propshaft assembly having an outer tube free to float with movements of an inner shaft (propshaft) by being free of rigid anchorage at each end. A plurality of shaft bearings interface the outer tube with the inner shaft, wherein the outer tube is generally co-extensive with the inner shaft. An anti-rotation mechanism prevents rotation of the outer tube with respect to the frame of the motor vehicle. An axial slip mechanism is integrated with at least one end of the inner shaft. A non-welded construction of the power carrying components is provided. The outer tube provides bending support so the inner shaft does not become dynamically unstable at any rotation speed including its critical speed.

Abstract: A torque tube propshaft assembly having an outer tube free to float with movements of an inner shaft (propshaft) by being free of rigid anchorage at each end. A plurality of shaft bearings interface the outer tube with the inner shaft, wherein the outer tube is generally co-extensive with the inner shaft. An anti-rotation mechanism prevents rotation of the outer tube with respect to the frame of the motor vehicle. An axial slip mechanism is integrated with at least one end of the inner shaft. A non-welded construction of the power carrying components is provided. The outer tube provides bending support so the inner shaft does not become dynamically unstable at any rotation speed including its critical speed.