“Universal joint bearing” refers to a mechanical structure that utilizes ball connections to facilitate power transmission between different shafts.
Universal joint bearings are a crucial component of automotive bearings, particularly in the context of the universal joint transmission that combines with the drive shaft.
These bearings can be classified based on their design and application.
- Constant velocity universal thrust ball bearing joint
- Constant velocity joint
- Ball cage universal joint
- Three pin type universal bearing joint
- Double factory joint universal joint
The working principle of a universal joint bearing involves an active fork, which acts as a linear bearing in a vertical position. The cross-axis plane is perpendicular to the driving shaft. At this position, the line speeds of the active fork and the cross shaft connection point, as well as the driven fork and the cross shaft connection point on the cross special bearing shaft plane, are equal.
The velocity projection of the slave fork is onto the plane of the cross-axis. Meeting this condition is difficult when using a non-independent suspension thrust roller bearing frame. Therefore, the relative position of the transmission without the final reducer is constantly changing, and the non-equal speed can be minimized.
A non-equal speed in a 10-word universal joint means that the angular velocity of the driven shaft is not uniform during operation, causing the driven shaft to move at varying speeds.
If the drive shaft rotates at the iso-angle of the type, this means that the transmission of the single cross-shaft universal joint is non-equal and occurs at an angle.
The angle between the two universal angular contact ball bearings of the first universal joint is equal to the angle between the two joints of the second universal joint.
The double cross-shaft universal joint allows for the constant speed transmission between the output shaft of the inter-axle transmission and the input shaft of the transaxle.
When the active fork is in a horizontal position and the cross slewing bearing shaft plane is perpendicular to the driven shaft, the speed of the active fork is projected onto the plane of the cross shaft.
The bearing fork of the first universal joint is in the same plane as the active fork of the second universal joint.
The angular rotation speed of the main driven shaft closes the bearing system.
The larger the angle of intersection between the two axes, the greater the rotational speed, and the worse the non-equal speed of the drive shaft becomes.