Pinion angle - interesting theory - discuss

Weird.

 

So, as I understand it, it is done to compensate for the variation in rotational speed from having the output shaft and pinion shaft at different angles to the drive shaft, as demonstrated in the video posted earlier.

Perhaps a potential application in a hot rod with the conventional parallel layout (scenario 2 in the Hotrodders.com image) but where getting the shafts parallel is not feasible, as in scenario 3?

 

Now I know why I used to get a vibration while driving around with a 100lbs in my air shocks

 

Normal needle bearing u-joints have at most a few thousandths clearance between the ends of the crosses and the insides of the caps. This forces each end of the driveshaft to intersect the centerline defined by the trans output shaft and diff pinion shaft yokes.

My GMC truck torque tube u-joint uses bushings that are open ended.
http://i814.photobucket.com/albums/zz65/bobs66440/SAM_2839900x675.jpg
http://chevy.oldcarmanualproject.com/shop/1948_51truck/51ctsm0452.htm


This allows the spider to slide sideways if the shaft centerline does not cross the trans centerline. This ability to slide radially is necessary because the stamped sheet metal ball collar can not be made accurately enough to position the two centerlines to intersect

 

When you change the angle one of the u-joints, it makes the driveshaft speed up and slow down.

When you change the phase of the u-joints, it also makes the driveshaft speed up and slow down.

You can use the change in speed caused by the phase difference to cancel the change in speed caused by the angle difference.


Posted using the Full Custom H.A.M.B. App!

 

The explanation for the Rover arrangement is on the do***ent landseanadair included in his post.

"The phasing is necessary on the front shaft only to allow for greater variation in angular changes."

 

OK! Now tell us all about how engine off set ,right or left, affect drive line performance?

.................Jack

 

We've had this discussion before, but this is the best thread I've seen on the subject so far.

I do not recall this phase portion of the "Angle of the Dangle" conversation.

See if I have this right: U-joints in phase with each other is NOT the same thing as setting yoke angles parallel with each other, correct?

Phase has to do with how the yoke "C's" are aligned with each other, yes?

And greybeard's outstanding video discusses this at the end, but does not elaborate.

 

I'd agree w/your perspective here Bret. Phased joints keep the elliptical plots
concurrent. Then the input and output 'shafts' of (tail and pinion) run steady, while the driveshaft oscillates slow-to-fast in radial velocity.

 

The offset to one side is exactly the same thing as the driveshaft offset vertically, just turned 90 degrees. When the side to side is combined with the vertical it results in a single angle, as far as the ujoints "know".

That is, so long as the sideways offset maintains the parallel alignment of the eng/trans and pinion centerlines.

 

Also watch the other videos after the end of the posted video.



By combining the angle and phase adjustments it is possible to use phasing to cancel the angle difference but there would be some math or trial and error to get the optimum phase with the angle.

 

After looking at the videos, there seems to be no discussion. Great videos.

 

Doubt it, but I've been wrong before.

 

One other factor is that pretty much no modern car uses a 1-piece shaft whith two cardan joints anymore. If you wanted to try out some real CV joints in those applications that need lots of angle change the parts are out there...