# US 9,518,611 B2 · Driveshaft assembly > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 9,518,611 B2 - Document ID: US9518611B2 - Status: Granted - Kind: B2 - Application number: 14/806,725 - Filed: 2015-07-23 - Published: 2016-02-04 - Granted: 2016-12-13 - Earliest claimed: 2014-08-01 - Assignees: Ford Global Technologies, LLC - Applicants: Ford Global Technologies, LLC - Inventors: Matt Gillett - Web page: https://patentgrep.com/patent/US9518611B2 ## CPC - F16D 3/12: specially adapted for accumulation of energy to absorb shocks or vibration (by making use of fluid elements F16D3/80) - F16C 3/023: {made of several parts, e.g. by welding} - F16D 3/10: Couplings with means for varying the angular relationship of two coaxial shafts during motion - F16C 2326/06: Drive shafts - F16D 3/50: with the coupling parts connected by one or more intermediate members (F16D3/16 takes precedence) - F16D: COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES - F16C: SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS ## Abstract A drive shaft assembly is formed from two concentrically arranged driveshafts fastened together near to one end of the driveshaft assembly so as to prevent relative rotation therebetween and connectable together near to an opposite end via a torque sensitive drivable connection. The torsional stiffness of the driveshaft assembly is primarily dependent upon whether one or both driveshafts are arranged to transmit torque. The drivable connection may be a mechanical lost motion connection which is operable to either connect the two driveshafts together or not based upon the magnitude of torque applied to the driveshaft assembly. Therefore, the driveshaft assembly provides more than one torsional stiffness allowing it to be better optimized to meet differing operational requirements. ## Claims ### Claim 1 A driveshaft assembly comprising: first and second coaxially arranged driveshafts connected together at a first end of the assembly to prevent relative rotation therebetween, the second drive shaft including a drive member; a C-shaped ring fastened to the first driveshaft, the C-shaped ring having a first end stop and a second end stop; wherein the interaction between the first and second end stops and the drive member forms a drivable connection at a second end of the assembly permitting a limited relative rotation of the driveshafts, providing at least two different torsional stiffness values for the assembly in response to a magnitude of driving torque applied to the assembly at the first end. ### Claim 2 (depends on 1) The driveshaft assembly of claim 1 wherein the torsional stiffness of the driveshaft assembly is dependent upon the torsional stiffness of the individual driveshafts and the number of driveshafts being used to transfer torque through the driveshaft assembly. ### Claim 3 (depends on 1) The driveshaft assembly of claim 1 wherein the drivable connection is operable in a first mode of operation to provide a torsional stiffness for the driveshaft assembly equal to a first value of torsional stiffness when the magnitude of applied torque is below a torque limit, and in a second mode of operation to provide a torsional stiffness for the driveshaft assembly equal to a second value of torsional stiffness wherein the second value of torsional stiffness is greater than the first value of torsional stiffness when the magnitude of applied torque is above the torque limit. ### Claim 4 (depends on 3) The driveshaft assembly of claim 3 wherein the torsional stiffness of the driveshaft assembly is equal to the torsional stiffness of the first driveshaft when in the first mode of operation, and wherein the torsional stiffness of the driveshaft assembly is equal to the sum of the stiffnesses of the first and second driveshafts when in the second mode of operation. ### Claim 5 (depends on 1) The driveshaft assembly of claim 1 wherein a torque preload is applied between the first and second driveshafts by the drivable connection which is operable in three modes of operation based upon the magnitude of driving torque applied to the driveshaft assembly, wherein the first mode of operation occurs when a magnitude of driving torque applied to the driveshaft assembly is below the predetermined torque limit but above the torque preload, the second mode of operation occurs when the magnitude of driving torque applied to the driveshaft assembly is above the predetermined torque limit, and the third mode of operation occurs when the magnitude of driving torque applied to the driveshaft assembly is greater than zero but less than the torque preload. ### Claim 6 (depends on 5) The driveshaft assembly of claim 5 wherein in the first and third modes of operation drive force is transmitted by the driveshaft assembly via only one of the driveshafts, and in the second mode of operation drive force is transmitted by the driveshaft assembly via both of the driveshafts. ### Claim 7 (depends on 1) The driveshaft assembly of claim 1 wherein the drivable connection comprises a mechanical lost motion connection between the two driveshafts, and wherein the mechanical lost motion connection permits limited angular deflection of the first driveshaft to occur due to an applied torque to the driveshaft assembly without causing angular deflection of the second driveshaft. ### Claim 8 (depends on 1) The driveshaft assembly of claim 1 comprising a motor vehicle halfshaft drivably connecting a transmission of the motor vehicle to a road wheel of the motor vehicle. ### Claim 9 (depends on 1) The driveshaft assembly of claim 1 wherein the first and second end stops include elastomeric bump stops. ### Claim 10 A driveshaft assembly coupling a transmission to a wheel, comprising: first and second coaxial driveshafts connected at a transmission end of the assembly to prevent relative rotation therebetween, the second drive shaft including a drive member; a C-shaped ring fastened to the first driveshaft, the C-shaped ring having a first end stop and a second end stop; wherein the interaction between the first and second end stops and the drive member forms a mechanical lost motion connection between the two driveshafts at a wheel end of the assembly which permits limited angular deflection of the first driveshaft to occur due to an applied torque to the driveshaft assembly without causing angular deflection of the second driveshaft. ### Claim 11 (depends on 10) The driveshaft assembly of claim 10 wherein the first and second end stops include elastomeric bump stops.