DESC:FIELD
The present disclosure relates to the field of mechanical engineering.
BACKGROUND
Vehicles have rear axles which transmit torque to their rear wheels via differentials. More specifically, a rear axle has a pair of hubs. Each hub is disposed at end portion of the rear axle and is connected to the rear wheel. Torque is transmitted to the wheel from the rear axle via the hub and axle shaft.
Conventionally, the hub and axle shaft is bolted, by using bolts that provide a frictional joint between the hub and the axle shaft. This frictional joint enables the transmission of torque from the axle shaft to the hub. The size of bolts, the number of bolts and the pitch circle diameter (PCD) of the bolts, depend upon the gross vehicle weight and the horsepower of its engine.
In typical heavy commercial vehicles, the hub is bolted to the axle shaft using eight M16 bolts which have 16 mm size. These bolts are subjected to a high level of torque coming from the rear axle with high torque fluctuation. Also, in the case where a retarder is used to augment or replace some functions of a friction-based braking system, these bolts are subjected to braking load. Due to the high fluctuation and braking loads, the bolts tend to loosen and may also sometimes strip, resulting in failure of the joint/ bolted connection. The connection between the axle shaft and the hub is lost due to the loosening of the bolts which in turn results in reduction of torque transmission there-between. Moreover, the loosening of bolts causes oil leakage. Conventionally, gaskets and thread sealants are used to avoid the bolt loosening and the oil leakages. However, due to the requirement and non-availability of specified thread sealants, the problem of bolt loosening and oil leakages still exists.
Hence, there is a need to alleviate the drawbacks associated with the connection of the conventional hub and the conventional axle shaft, and prevent loosening of bolts and thereby oil leakages.
OBJECTS
Some of the objects of the present disclosure, which at least one embodiment herein satisfies, are as follows:
An object of the present disclosure is to provide a clamping arrangement for connecting an axle shaft to a hub such that it comparatively reduces failure of connection between the axle shaft and the hub.
Another object of the present disclosure is to provide a clamping arrangement that substantially reduces bolt loosening between the axle shaft and the hub thereby enabling transmission of comparatively more torque.
Still another object of the present disclosure is to provide a clamping arrangement for connecting the axle shaft to the hub such that it comparatively reduces oil leakages.
Other objects and advantages of the present disclosure will be more apparent from the following description, which is not intended to limit the scope of the present disclosure.
SUMMARY
The present disclosure envisages a clamping arrangement for securely locking an axle shaft to a hub. The envisaged clamping arrangement is defined by a tapered projection and a tapered profile. The tapered projection extends from the axle shaft and the tapered profile is formed at an operative end of the hub. The tapered profile is complementary to the tapered projection, and is configured to engage with the tapered projection via at least one bolt.
In one embodiment, the clamping arrangement of the present disclosure forms a self-locking connection between the axle shaft and the hub.
In another embodiment, the clamping arrangement of the present disclosure prevents bolt loading and bolt loosening.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWING
A clamping arrangement of the present disclosure will now be described with the help of the accompanying drawing, in which:
Figure 1 illustrates a sectional view of a vehicular torque transmission system having a clamping arrangement for connecting an axle shaft to a hub, in accordance with an embodiment of the present disclosure; and
Figure 2 illustrates an enlarged sectional view of the clamping arrangement of Figure 1.
DETAILED DESCRIPTION
Typically, a hub and an axle shaft of a vehicle transmission system are connected together with the help of bolts. Such bolt joints are prone to loosening and/or failure, which in turn leads to oil and grease leakage in a vehicle. To limit the drawback of a typical bolted connection, the present disclosure envisages a clamping arrangement that facilitates connection of the hub and the axle shaft, and prevents loosening of bolts and thereby oil leakages.
Referring to the accompanying drawing, Figure 1 illustrates a sectional view of a vehicular torque transmission system 100 having a clamping arrangement for connecting an axle shaft to a hub, in accordance with an embodiment of the present disclosure, and Figure 2 illustrates an enlarged sectional view A of the clamping arrangement of Figure 1.
The vehicular transmission system 100 facilitates transmission of torque to the wheels (not illustrated in Figures) of a vehicle. The vehicular transmission system 100 includes an axle shaft 10, a hub 20 and a bolt arrangement. The axle shaft 10 is typically a rear axle which has a plurality of holes for receiving bolts 30a and 30b. The hub 20 also has a plurality of holes for receiving the bolts 30a and 30b there-within. The bolt arrangement is formed by bolting the axle shaft 10 and the hub 20 together with the help of the bolts 30a and 30b via the plurality of holes.
Further, a clamping arrangement C for securely locking the axle shaft 10 to the hub 20 is defined by a tapered projection 10a that extends from the axle shaft 20 and a tapered profile 20a that is formed at an operative end of the hub 20. The tapered profile 20a is formed such that it is complementary to the tapered projection 10a, and is configured to engage with the tapered projection 10a via at least one bolt 30a.
The tapered projection 10a of the axle shaft 10 is adapted to be fitted into a corresponding tapered profile 20a of the hub 20. This fitting of the tapered projection10a into the tapered profile 20a provides a self-locking clamping arrangement C between the axle shaft 10 and the hub 20. The clamping arrangement C enables formation of a frictional connection between the axle shaft 10 and the hub 20. C’ is a similar clamping arrangement. The oppositely disposed connections of the clamping arrangements C and C’ form an angle X that ranges from 5o to 20o.
The clamping arrangements C and C’ facilitate torque transmission and hence are subjected to, torque loading, fluctuations in torque and fatigue loading. As the torque loading and the fatigue loading is subjected to the clamping arrangements C and C’, loading on the bolts 30a and 30b is substantially reduced which reduces the loosening of the bolts 30a and 30b. This in turn reduces oil and grease leakages. Additionally, failure of torque transmission is substantially reduced or eliminated.
Further, as the loading on the bolts 30a and 30b is reduced, required bolt size and number of bolts required is also reduced which results in reduced cost.
Each of the clamping arrangements C and C’, is capable of transmitting substantially more torque, i.e. the torque transmission increases by approximately 20% to 25%. The clamping arrangement C and C’ also eliminates the need of gaskets and thread sealants that are required in the conventional systems for preventing oil leakages. This further enables reduction in cost associated with the gaskets and thread sealants. Moreover, as there is substantial reduction in bolt loosening, the cost incurred in providing after sales services for the vehicle is significantly reduced.
TECHNICAL ADVANCEMENTS
The present disclosure described herein above has several technical advantages including, but not limited to, the realization of:
• a clamping arrangement for connecting an axle shaft to a hub such that it comparatively reduces failure of connection between the axle shaft and the hub;
• a clamping arrangement that substantially reduces bolt loosening between the axle shaft and the hub thereby enabling transmission of comparatively more torque; and
• a clamping arrangement for connecting the axle shaft to the hub such that it comparatively reduces oil leakages.
The disclosure is described with reference to the accompanying embodiments which do not limit the scope and ambit of the disclosure. The description provided is purely by way of example and illustration.
The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
The foregoing description of the specific embodiments so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.
The use of the expression “at least” or “at least one” suggests the use of one or more elements or ingredients or quantities, as the use may be in the embodiment of the disclosure to achieve one or more of the desired objects or results.
The numerical values mentioned for the various physical parameters, dimensions or quantities are only approximations and it is envisaged that the values higher/lower than the numerical values assigned to the parameters, dimensions or quantities fall within the scope of the disclosure, unless there is a statement in the specification specific to the contrary.
While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation. ,CLAIMS:1. A clamping arrangement for securely locking an axle shaft to a hub, said clamping arrangement defined by:
a tapered projection extending from said axle shaft; and
a tapered profile formed at an operative end of said hub such that said tapered profile is complementary to said tapered projection, and is configured to engage with said tapered projection via at least one bolt.

2. The clamping arrangement as claimed in claim 1, configured to form a self-locking connection between said axle shaft and said hub.

3. The clamping arrangement as claimed in claim 1, configured to prevent bolt loading and bolt loosening.

4. The clamping arrangement as claimed in claim 1, configured to form a frictional connection between said axle shaft and said hub.

5. The clamping arrangement as claimed in claim 1, configured to eliminate the need of gaskets and thread sealants required for preventing oil leakages.

6. The clamping arrangement as claimed in claim 1, wherein at least one clamping arrangement is used to couple said axle shaft with said hub.

7. The clamping arrangement as claimed in claim 6, wherein two clamping arrangements are formed at said axle shaft and said hub, such that said clamping arrangements are angularly disposed with respect to each other.

8. The clamping arrangement as claimed in claim 7, wherein relative angle between the tapered profiles of each of the clamping arrangements ranges from 5o to 20o .